jsjiid  Congress, 
\st  Session, 


[  Rep.  No.  150.  ] 


Ho.  OF  Reps^ 


NAVIGATION  OF  THE  HUDSON  RIVER. 


[  To  accompany  bill  H.  R.  No.  159.  ] 


January  8,  1834. 


Mr.  Selden,  from  the  Committee  on  Commerce,  matle  the  following- 


Tlie  Committee  on  Commerce^  to  which  was  referred  the  petition  of  mer- 
chants and  owners  of  vessels  t.'i  the  city  of  New  York,  asking  for  an 
appropriation  to  remove  obstructions  in  the  Hudson  river,  in  the  State 
of  New  York,  respectfully  report  : 

That  a  bill  was  passed  in  both  Houses  of  Congress,  in  tlieyear  1832,  for 
the  purj)oso  of  improving  certain  harbors,  and' the  navigation  of  certain 
rivers  therein  mentioned  ;  in  which  bill  an  ip'iropriation  of  seventy  thou- 
sand dollars  was  made  for  the  improvemeu  .  /  the  navigation  of  the  UinU 
son,  to  be  expended  according  to  a  plan  submitted  through  tiie  Departmenl' 
of  Wai',  which  bill  did  not  become  a  law.  The  petitiorj  relates  to  obstruc- 
tions in  said  river,  to  remove  wliicii  said  a[)propriation  was  made.  Your 
co!nmittee  further  report  that  tiiey  iiave  examined  the  said  plan,  prepared 
under  t!ie  direction  of  the  Topograpliical  Bureau,  by  De  Witt  Cliriton, 
United  States  Civil  Engineer,  and  contained  in  document  189  of  the 
House  of  Representatives,  first  session  of  tlie  twenty-second  Congress. 

Tiiat  said  report  contains  a  full  and  minute  description  of  the  obstruc- 
tions in  said  river  which  require  to  be  overcocne,  and  a  plan  of  improve- 
ment, and  refers  to  a  series  of  maps,  on  which  a!*e  delineated  the  course  of 
said  river,  its  cliannels,  soundings,  and  the  various  particulars  necessary 
to  the  full  understanding  of  the  subject.  Tiie  section  of  the  river  describ- 
ed in  said  plan  and  maps  commences  at  tlie  jioint  where  the  waters  of 
the  Erie  and  Cliamplain  canals  unite  witii  said  river  at  the  nortli,  and 
extends  down  the  river  about  twenty  miles,  and  the  obstructions  exist  at 
different  points  through  this  section.    The  plan  of  improvement  proposed 
by  tl»e  engineer  consists  in  excavating  and  straightening  the  channel,  and 
contracting  its  width,  where  required,  by  parallel  piers.    The  whole  esti- 
mated expense  is  §221,504  10.    Your  committee  have  had  their  atten- * 
tion  directed  to  the  character  and  extent  of  the  commerce  on  this  ])art  of 
the  Hudson  river,  and  to  the  description  of  tonnage  ordinarily  employed. 
The  Erie  and  Champlain  canals  constitute  almost  the  only  outlet  for  the 
vast  products  of  the  western  and  northern  parts  of  the  State  of  New  York^ 
and  also  to  a  great  extent  for  those  of  Ohio,  the  Territory  of  Michigan, 
part  of  the  Canadas,  and  a  large  part  of  the  State  of  Vermont,  and 


REPORT : 


2 


[  Rep.  No.  150.  ] 


through  which  tlio.se  sections  of  country  receive  their  supplies  fronti  the 
seahoiird.  At  the  cities  of  Albany  and  Troy  the  mode  of  transportation 
is  changed,  and  the  vessels  cni[)loyed  in  the  trade  on  the  Hudson  vary  in 
their  tonnage  from  50  to  150  tons  impelled  by  sails,  and  100  to  300  tons 
by  steam.  That  the  vessels  employed  in  the  trade  consist  not  alone  of 
those  na>  igating  between  the  city  of  New  York  and  those  ])laces,  but  a 
very  considerable  number  are  emjdoyed  covistwise  to  the  Eastern  and 
Southern  States.  Your  committee  have  been  presented  w  ith  statements  in 
which  full  confidence  may  be  ])laced,  and  by  which  it  appears  that  the 
propci'ly  transported  on  the  Hudson,  to  and  from  the  city  of  Troy  alone, 
anjounts  to  300,000  tons,  and,  at  a  reasonable  estimate,  that  to  and  from 
the  city  of  Albany  is  double  the  quantity  ;  making  in  the  whole  nearly 
one  million  of  tons  of  propei'ty  of  every  description,  and  requiring  an 
-amount  of  tonnage  greater  than  is  required  for  the  domestic  and  foreign 
commerce  of  most  of  our  commercial  cities.  Your  committee  further  )*e- 
port,  that  during  the  sj)ring  and  early  part  of  the  summer  the  depth  of 
water  in  the  river  is  ordinarily  sufllcient  to  allow  tlie  free  passage  of  vessels 
■of  the  burden  required  for  the  navigation,  but  that  for  more  than  half  the 
period  in  which  the  river  is  free  from  ice,  the  obstructions  are  so  great  as 
frequently  for  days  to  prevent  tlie  passage  of  loaded  vessels,  and  the  chan- 
nel is  interrupted  by  tliose  laying  on  tiie  bottom,  to  the  number  of  thirty 
and  upwards  at  a  time. 

In  conclusion,  your  committee  consider  the  improvement  a  national 
work,  w  hereby  several  of  the  States,  and  a  large  extent  of  territory  be- 
longing to  the  General  Government;  are  to  be  greatly  benefited  ;  and 
they  recommend  that  the  plan  above  referred  to  should  be  carried  into  exe- 
cution, and  that  the  improvements  should  be  commenced  at  such  points  as 
shall  facilitate,  as  cai'Iy  as  possible,  the  navigation  employed  within  tlie 
limits  referred  to  in  said  plan,  having  regard  to  economy  in  making  the 
improvement  and  stability  of  construction. 


Letter  from  the  Secretary  of  War^  transmitting  a  copy  of  the  survey  and 
report  for  the  improvement  of  the  Hudson  river. 

Department  of  War, 

March  30,  1832. 

Sir  :  In  obedience  to  the  resolution  of  the  House  of  Representatives  of 
the  15th  instant,  I  have  the  honor  to  transmit,  herewith,  a  copy  of  "  the 
survey  and  report  for  the  improvement  of  the  Hudson  river." 

I  have  the  honor  to  be, 

Very  respectfully, 

Your  obedient  servant, 

LEWIS  CASS. 

Hon.  Andrew  Stevenson, 

Speaker  of  the  House  of  Representatives. 


,  if  [  Rep.  No.  159.  ]  3 

Topographical  Bureau, 
^  March  30,  1S32. 

Sir:  I  have  the  honor  to  lay  before  you  the  report  and  drawings  of  a 
survey  made  by  Dc  Witt  Clinton,  Esq.,  of  a  part  of  the  Hudson  river, 
near  Albany,  called  for  by  a  resolution  of  the  House  of  Representatives  of 
the  15th  instant. 

With  great  respect, 

I  remain,  sir, 

Your  obedient  servant, 

J.  J.  ABERT,  LU  Col  T.  E. 
Hon.  Lewis  Cass,  Secretary  of  War* 


To  Lieutenant  Colonel  John  J.  Abert,  Topographical  Engineer : 

Sir  :  I  have  the  honor  to  submit  the  following  report  on  a  hydrographic 
survey  of  part  of  the  Hudson  river,  in  tlie  State  of  New  York,  betwecji  the 
village  of  Waterford  and  Ihe  foot  of  Schodac  island,  made  by  order  of  the 
Engineer  Department,  for  tlie  purpose  of  devising  apian  for  the  improve- 
ment of  the  navigation,  accompanied  with  such  remarks,  facts,  estimates, 
and  drawings,  as  will  tend  to  assist  in  our  investigations,  and  to  correctly 
appreciate  the  amount  and  extent  of  tlie  obstructions,  and  the  means  to  be 
applied  to  overcome  them  effectually. 

By  the  tenor  of  my  instructions,  my  attention  was  directed  to  ascertain 
the  extent  and  character  of  the  submarine  stratum  of  the  bed  of  tbe  stream  ; 
the  depth  of  water  in  the  various  channels,  and  position,  extent,  and  soils 
of  islands  ;  the  velocity  of  the  current  ;  the  points  at  which  deposites  ac- 
cumulated ;  the.  width  of  the  stream  and  its  branches  ;  and  such  other 
facts  as  should  present  themselves  during  my  examinations. 

There  are  in  active  preparation,  to  accompany  this  report,  seven  sheets  of 
drawings,  containing  a  hydrographic  chart  of  the  survey.  They  are  mark- 
ed in  numeral  progression,  and  combine  a  minute  description  of  the  stream, 
islands,  shores,  and  channels,  and  to  which  I  have  added,  in  this  report, 
a  full  account  of  each  section  of  the  river  as  delineated  on  the  sheets. 

The  survey  was  made  by  measuring  base  lines  with  a  chain,  and  ascer- 
taining, by  a  theodolite,  tbe  angle  of  the  base  and  angles  of  intersection  on 
the  opjjosite  shores  and  islands  on  a  combination  of  different  and  mixed 
colored  flags  ;  the  soundings,  by  moving  with  a  uniform  velocity  over  dif- 
ferent lines,  and  heaving  a  lead  at  equal  spaces  of  time,  and  ascertaining 
the  depth  of  water  in  feet  and  inches;  and  the  work,  at  different  places, 
was  united  by  a  circumferentor  with  the  points  established  by  the 
theodolite. 

To  reduce  the  soundings  to  the  lowest  condition  of  the  riv^r  tide,  regis- 
ters were  kept  at  Troy,  Albany,  Castleton,  and  New  Baltimore.  The 
surface  of  the  river  was  observed  in  the  morning,  and  its  rise  above  and 
below  that  plane  was  repeated  hourly  until  the  labors  of  the  day  ceased. 
This  established  the  rise  and  fall  of  the  river  during  the  day's  operation, 
and  the  soundings  were  afterwards  reduced  to  the  lowest  waters  found  in 
the  registers,  and  again  to  the  lowest  condition  of  the  stream.  It  will^, 
therefore,  be  understood  that  the  soundings  delineated  on  the  sheets  exhi- 
bit tbe  river  in  its  extremest  state  in  the  summer  and  autumn  of  1831. 


4 


[  Rep.  No.  150.  ] 


The  direction  and  force  of  the  currents  were  ascertained  by  anclioring  a 
boat  in  the  stream,  and  pcrnntting  it  to  swing  with  the  tides.  Its  direction 
was  then  determined  by  a  marine  compass  fixed  over  the  keel  of  the  boat, 
and  its  velocity  by  a  sand  glass,  a  float,  and  a  line. 

In  relation  to  the  currents,  it  is  proper  to  remark  that  they  constantly 
vary  with  floods  and  tides.  It  would,  therefore,  require  to  establish  them 
on  principles  of  science,  to  conduct,  for  a  long  time,  an  expensive  and  labo- 
rious series  of  observations,  w  hich  would  be  more  useful  as  matters  of  fact, 
than  to  assist  in  forming  a  plan  for  the  improvcuiGnt  of  the  navigation  of 
the  river. 

Sheet  No.  1. 

1.  Tlie  length  of  the  river  delineated  on  tliisslieet  is  four  miles,  and  ex- 
tends from  the  Wateiford  bridge  to  the  foot  of  Ail)any  street,  (city  of  Troy. ) 
From  the  Waterfonl  bridge  to  the  sloop  lock  and  dam  is  2  miles  and  1,580* 
yards,  and  from  tlie  last  point  to  the  foot  of  Albany  street,  I  mile  and  180 
yai'ds. 

2.  Tlie  river  at  the  Waterford  bridge  at  low  water  is  5 10  feet  wide,  and, 
from  bank  to  bards:,  630  feet  ;  at  tiie  first  branch  of  the  Mohawk,  840  feet; 
at  the  second,  it  is  960  feet ;  at  Lansingburg,  760  feet.  Tiie  lengtli  of  the 
dam,  pier,  and  sloop  lock,  is  1,325  feet;  at  the  foot  of  Federal  street,  in  I'roy, 
crossing  Fisli  island,  1,700  feet.  At  the  foot  of  Albany  street,  and  the 
mouth  of  the  fourth  brancli  of  the  Mohawk,  1,230  feet.  The  narrowest  part 
of  the  sloop  channel,  between  tiie  sloop  lock  asid  the  foot  of  Albany  street, 
is  210  feet. 

5.  The  widtli  ol'  the  first  branch  of  the  Mohawk  at  its  mouth  is  405  feet. 
The  second  is  150  feet.  The  third  is  530  Icet.  Tlie  fourth  is  625  feet, 
measured  from  the  lower  point  of  Tibbett's  island  to  the  bend  of  the  pier. 

4.  Velocity  of  cuiTcnt  at  Watei'ford  bridge  2  feet,  at  th'- first  branch  of 
Mohawk  if  feet,  at  Waterford  docks  I  foot,  and  at  the  foot  of  the  sloop 
lock  one  foot  pei*  second. 

5.  First  island  on  map  320  yards  long,  30  yards  wide,  9, 600  square  yds. 
Second        do.       150       do.       23       do.         3,450  do. 
Third  do.       258       do.       25       do.         6,450  do. 
Fourth        do.        163       do.        19       do.         3,097  do. 

Islands  below  dam  and  sloop  lock : 

Adam's  island,  including  shoals,  467  do.  63  do.  29,421  do. 
Second  do.  do.       440  do.  56       do.        24,640  do. 

Hay  do.  do.        830  do.  63       do.       52,290  do. 

Fisii  do.  do.       967  do.  73       do.       70,591  do. 


Total  area  of  islands  -  -  -  199,539squareyds, 

The  islands  are  all  low,  and  are  commonly  inundated  by  tlie  spring  and 
fall  floods.  They  are,  however,  all  cultivated  except  Adam's.  The  soil  is 
alluvion.  They  occupy  superficially  one-tw  elfth  part  of  the  area  of  the  en- 
tire stieam  between  Waterford  and  Troy. 

6.  The  banks  on  both  sides  of  tlie  stream  at  the  Waterford  bridge  are 
about  30  feet  above  low  water,  and  slope  at  an  angle  of  45°.  The  bed  of 
the  river  is  slate  rock,  covered  with  a  thin  coat  of  gravel.  The  western 
margin  maintains  its  elevation  until  it  approaches  the  mouth  of  the  first 
branch  of  the  Mohawk  river.    From  this  point  to  the  end  of  the  sheet  there 


[  Rep.  No.  150.  ] 


5 


•exist  three  islands,  which  separate  the  Hudson  and  Mohawk  rivers.  They 
are  all  low,  with  a  light  soil,  except  Tibbett's  island,  which  is  more  ele- 
vated and  sterile.  The  four  branches  of  tlie  Mohawk  river,  which  form 
the  islands  I  have  alluded  to,  have  a  rapid  descent,  and  glide  over  rock 
bottontis.  The  bank  on  the  east  side  maintains  its  elevation  throughout 
the  section.  The  soil  of  the  banks  is  a  fine  and  coarse  gravel,  intermixed 
with  slate  rock. 

7.  The  distance  from  the  west  pier  of  the  Waterford  bridge  to  the  north 
point  at  the  mouth  of  the  first  brancli  of  the  Mohawk,  is  1,395  feet ;  and 
from  the  latter  to  the  docks  is  450  feet;  and  tlie  length  of  the  wharfing 
which  extends  to  the  Champlain  canal  is  540  feet.  The  deepest  water 
opposite  to  the  point  is  7  feet,  and  tiie  greatest  within  the  branch  is  8  feet, 
and  the  least  depth,  on  a  line  passing  directly  to  the  east  bajdv  of  the  Hud- 
son, is  6  feet,  and  the  greatest  depth  of  water  14  feet.  The  line  of  the 
deepest  water  runs  obliquely  from  the  bridge  to  the  point  which  I  have 
before  mentioned.  The  deepest  water  in  that  distance  is  9  feet.  On  a 
line  parallel  with,  and  immediately  below  the  Waterford  bridge,  t!»c  great- 
est depth  is  14  feet,  and  the  least  5  feet,  and  at  tije  moutii  of  the  second 
branch  of  the  Mohawk  16  and  9  feet  respectively.  The  depth  of  water 
from  the  mf)uth  of  the  fii'st  brancli  of  the  Molrawk  to  the  sloop  lock  varies 
from  9  to  26  feet.  Tliere  is,  however,  one  point  near  the  lock,  on  wiiich 
there  is  but  7i  feet  water. 

Between  the  foot  of  the  sloop  lock  and  Albany  street,  the  sloop  channel 
is  confined  near  the  east  shore,  and  is  much  obstructed  by  strong  currents 
and  shallow  water,  and  that  poi  tion  of  the  stream  which  lies  between  the 
islands  and  the  west  bank  is  very  shallow,  and  very  much  obstructed  by 
shoals ;  and  as  it  is,  by  the  location  of  the  sloop  lock,  out  of  the  scale  of 
comparison,  it  must  be  unnecessary  to  further  allude  to  it. 

8.  The  islands  above  tlie  dam  produce  but  little  or  no  effect  on  the  stream. 
Those  immediately  below  it  obstruct  the  water  after  it  passes  over  the  dam, 
and,  during  the  low  water,  divert  the  largest  portion  of  it  into  the  east  chan- 
nel. In  high  water,  the  sides  of  the  islands  are  vei'y  much  worn  by  its 
rushing  by  them,  and  I  am  informed  that  their  outlines  aiid  shoals  have 
very  much  changed  since  t!ic  erection  of  the  dam — the  upper  islands  being 
diminished,  and  the  lower  ones  increased  in  size. 

9.  The  dam  and  sloop  lock  are  one  mile  and  540  feet  above  the  foot  of 
Albany  street.  These  works  slacken  and  increase  the  depth  of  water  to  the 
village  of  Waterford,  and  formerly,  1  am  t{)ld,  the  tides  flowed  up  as 
far  as  that  place.  The  pond  is  very  capacious,  and  presents  a  fine  basin 
to  receive  thedeposite  brought  fi'oin  the  upper  ])arts  of  the  sti  eam.  Below 
the  sloop  lock  a  wharf  is  partially  constructed  to  answer  for  a  towing 
path,  and  at  the  head  of  the  first  island  there  is  an  old  pier  or  jettee. 

10.  To  increase  the  depth  of  water  to  9  feet,  and  width  of  channel  to 
90  feet,  the  following  excavations  are  necessary  : 

At  the  Waterford  docks,  150  feet  long,  90  feet  wide,  4^  feet  deep,  2^250 
cubic  yards, 

To  remove  a  bar  at  mouth  of  first  branch  of  Mohav»  k,  190  feet  long, 
2  feet  deep,  90  feet  wide,  1,300  cubic  yards. 

In  the  cove  at  the  head  of  the  sloop  lock,  slight  excavation  is  necessary 
to  give  it  sufficient  width  aiid  depth  ;  a  tow  path  has  been  sr.ggested  above 
the  lock,  to  assist  vessels  in  ascending,  but  is  not  included  in  the  estimate. 
Between  the  fii'st  branch  of  the  Mohawk  and  the  ^Yaterford  bridge,  it  is 


6 


[  Rep.  No.  150.  ] 


not  proposed  to  extend  the  improvement,  as  it  would  afford  but  little 
accommodation,  or  be  of  any  j)ublic  utility.  To  improve  the  east  channel 
below  the  sloop  lock,  the  following  excavations  are  necessary: 


1st.  680 

feet  long, 

90  feet  wide, 

feet  deep, 

5,659  cubic  yards. 

2d.  900 

do. 

90  do. 

do. 

9,000  do. 

5d.  720 

do. 

90  do. 

do. 

8,400  do. 

4lh.  800 

do. 

90  do. 

1 

do. 

2,667  do. 

5th.  900 

do. 

90  do. 

2 

do. 

6,000  do. 

It  has  been  suggested,  to  slacken  the  current,  and  to  prevent  deposites 
in  tlie  channel  now  used  by  sloops,  to  construct  a  j)ier  from  the  head  ()f  the 
second  island  to  the  lower  end  of  the  west  side  of  the  sloop  lock.  The 
greatest  part  of  the  water  after  it  passes  over  the  dam  rushes  into  the  east 
channel  between  the  liead  of  the  island  and  the  foot  of  the  lock.  The  length 
of  the  pier  would  be  690  feet,  and  tlie  depth  of  water  in  which  it  would 
be  placed  is  17  feet.  The  experiment  would  be  a  bold  one,  and  its  success 
doubtful.  It  has  been  also  proposed  to  run  a  low  dam  or  pier  from  the 
second  island  below  the  sloop  lock  to  the  west  shore  :  its  length  would  be 
750  feet,  and  the  depth  of  water  in  the  branch  is  from  1  to  3  feet.  The 
excavation  in  the  river  is  generally  gravel  on  the  surface,  but  there  would 
be  danger  of  encountering  slate  rock  after  removing  the  first  or  second 
Jayer  of  soil  at  the  Waterford  docks  and  bar,  and  in  the  vicinity  of  the 
sloop  lock. 

Sheet  No.  2. 

1.  Commences  at  the  foot  of  Albany  street,  and  includes  the  head  of 
Patroon's  island.    The  length  of  the  section  is  Sf  miles. 

2.  The  width  of  tiie  river  between  the  foot  of  Albany  street  and  the 
head  of  Tibbett's  island  is  1,230  feet ;  from  tlie  first  point  to  the  head  of 
the  j)ier  directly  opposite,  is  625  feet.  Between  the  southern  corner  of 
the  dock  at  Port  Schuyler  and  the  eastern  bank,  1,080  feet ;  at  the  village 
of  Gibbonsville,  910  feet ;  at  the  upper  branch  of  Heart's  Mill  creek,  it  is 
1,600  feet;  and  the  narrowest  part  of  the  sloop  channel  is  300  feet.  Tiie 
\vidth  of  the  branch  at  the  lower  end  of  Breaker's  island  and  the  east  shore 
is  518  feet ;  and  between  Glen's  or  Ilillhouse  island*,  and  the  same  side  of 
the  stream,  it  is  660  feet ;  and  the  width  at  the  lower  point  of  that  island 
is  560  feet;  and  between  the  foot  of  Hanke's  island  and  the  east  shore,  is 
820  feet ;  and  from  a  point  on  Hanke's,  near  the  foot  of  Glen's,  the  width 
is  980  feet. 

3.  Width  of  branch  between  Breaker's  and  Hillhouse  islands  is  200  feet ; 
and  between  the  last  island  and  west  shore  660  feet;  width  between  Hill- 
house  and  Hanke's  islands  4  80  feet ;  and  between  the  last  island  and  west- 
ern shore  of  river,  370  feet. 

4.  Velocity  of  current  at  northeast  corner  of  pier  oj)})osite  to  West 
Troy  \  \  feet;  at  soutiieast  corner  of  dock  near  Port  Schuyler  7\  inches  ; 
and  a  little  above  the  head  of  Breaker's  island,  one  foot  eight  inches  per 
second. 

5.  Breaker's  island  740  yds  long,  100  yds.  width,  74,000  square  yds. 
Hillhouse    do.  2,250  *     do.      240        do.       535,200  do. 
Hanke's     do.  1,550       do.     110       do.       170,500  do. 

There  are  also  three  very  small  islands  in  the  branch  between  the  foot 


[  Rep.  No.  150.  ] 


7 


Hillliousc  island  and  the  head  of  Uanke's  ;  and  a  fourth  near  the  Iicad  of 
Cuyler's  island  :  all  of  them  arc  formed  hy  the  deposites  of  the  stream,  are 
low,  but  little  elevated  above  common  high  water,  and  are  therefore  sub- 
ject to  be  inundated  in  tlie  spring  and  autumn  ;  all  the  larger  ones  are 
cultivated,  and  are  very  productive.  The  lower  part  of  Breaker's  island, 
for  an  extent  of  several  rods  on  the  east  side,  was  carried  away  in  the 
spring  flood  of  1830.  That  side  is  also  very  much  washed  away  by 
floods. 

6.  The  cast  slmrc  from  the  foot  of  Albany  street  to  Heart's  dock,  below 
Van  Buren  bar,  is  low  and  alluvion  ;  and  from  the  last  point  to  the  end  of 
tlie  drawing  the  bank  is  elevated  and  rocky,  with  a  narrow  beach  at  its 
base.  On  the  west  side,  the  bank  maintains  a  very  uniform  elevation  of 
about  40  feet  above  the  sti  eam,  and  a  slope  of  45°  for  the  whole  distance. 
The  soil  is  a  very  loose  gravel. 

7.  The  greatest  depth  of  water  between  the  foot  of  Albany  street  and 
Fish  island  is  13  feet,  and  between  the  first  point  and  Tibbett's  island  15 
feet,  and  the  least  depth  in  the  vicinity  of  the  Troy  docks  is  7i  feet. 

The  lateral  cut  from  the  Erie  canal  enters  the  Hudson  at  tiie  mouth  of 
the  fourtli  branch  of  the  Mohawk  river.  The  depth  near  the  lower  and 
last  lock  in  the  cove  is  85  feet,  but  increases  to  six  feet  in  a  short  distance, 
and  at  tlie  turn  of  the  pier  it  is  7  feet,  and  the  deepest  water  between  the 
last  point  and  the  foot  of  Fish  island  is  7i  feet,  and  the  least  de[)th  3  feet ; 
as  this  part  of  the  river  does  not  properly  belong  to  the  improvement  of 
the  navigation  of  the  stream,  it  was  not  examined  for  that  purpose. 

The  channel  from  opposite  the  foot  of  Albany  street  is  very  direct  to 
near  the  head  of  the  Washington  bar,  inclining,  Ijowever,  towards  the  west- 
ern shore.  The  greatest  depth  is  29  feet,  and  is  generally  from  14  to 
16  feet,  and  there  is  none  less  than  10  feet. 

A  small  bar  or  shoal  was  formed  in  the  spring  flood  of  1831,  opposite  to 
the  Uniied  States  dock.  Captain  Reed  says  it  lies  300  feet  from  the  dock,, 
is  50  feet  long,  and  50  feet  wide,  with  a  depth  of  about  6  feet  water  at 
low  tide.  The  line  of  soundings  passed  on  both  sides  of  it  without  touch- 
ing it. 

A  short  distaiice  above  Port  Schuyler,  t!ie  channel  changes  its  direction, 
and  bends  towards  the  east  bank,  and,  at  the  point  wlicrc  it  diverges,  in 
the  vicinity  of  Van  Buren  bar,  the  depth  is  5i  feet,  and  the  deepest  water 
between  that  obstruction  and  Van  Buren  bar  is  14  feet,  but  generally  from 
9  to  10  feet,  but  in  places  only  7  feet ;  at  the  upper  end  of  the  dock  at  Fort 
Schuyler  it  is  12  feet,  and  at  the  lower  end  7  feet. 

Van  Buren  bar  lies  in  the  sloop  channel  between  the  east  shore,  directly 
opposite  to  Heart's  mills  and  Glen  island.  The  channel  througli  the  bar 
is  very  narrow,  shallow,  and  crooked  ;  the  greatest  depth  is  10  feet,  and  the 
least  5  feet.  The  distance  from  the  foot  of  the  bar.  in  8  feet  water,  to  the 
lower  end  of  Breaker's  island,  is  2,640  feet,  and  the  depth  in  the  channel 
varies  between  nine  feet  ten  inches  and  fourteen  feet.  The  water  is  shal- 
low for  90  feet  from  theside  of  Breaker's  island,  and  for  180  feet  from  the 
east  shore.  From  the  foot  of  Breaker's  to  the  foot  of  Hillhouse  island,  the 
channel  passes  through  Covell's  shoals  at  a  depth  varying  from  9  to  14  feet 
in  the  centre,  and  only  6  feet  on  one  side,  and  3i  on  the  other. 

The  balance  of  the  river  represented  on  the  drawing  varies  in  depth 
from  10  to  12  feet,  except  at  part  of  the  round  shoals,  where  it  varies 
from  four  feet  ten  inches  to  8i  feet. 


8 


[  Rep.  No.  150.  ] 


In  1825  or  '6, 1  am  informed  that,  in  a  great  ice  flood  which  accumulated 
on  Covell's  shoal,  the  sloop  channel  was  changed  irom  the  vicinity  of  the 
east  bank  to  near  the  shore  of  Ilillhouse  island,  directly  opposite. 

9.  A  dam  660  feet  long  joins  the  upper  end  of  Hillhouse  island  and  the 
west  shore,  and  another,  380  feet  long,  the  last  island,  and  the  head  of 
Breaker's. 

The  object  of  these  works  was  to  increase  the  deptli  of  water  on  Van 
Burcii  bar  by  the  corroding  force  of  the  increased  (piantity  of  water  thrown 
into  that  cliannel,  but,  in  that,  the  w  orks  have  not  been  successful.  In  1825, 
dredging  was  begun  on  the  bar.  The  depth  of  water  in  wiiich  the  exca- 
vation was  commenced  was  4  feet,  and  it  is  now  8  feet.  The  top  digging 
for  about  I  or  l-^  feet  was  a  hard  cemented  gravel  and  sand  :  it  then  became 
loose,  and  easy  to  be  removed.  The  depth  of  water  since  the  dredging, 
w  hich  was  confined  in  a  narrow  channel,  has  been  lessened  by  deposites 
brought  from  the  upper  parts  of  the  stream.  The  dams  are  very  much  di- 
lapidated, they  were  built  about  tiiirty  years  ago,  and  Mr.  McCoun  says, 
that  whf^n  tiiey  were  in  perfect  order,  they  increased  the  depth  of  water  at 
Troy  one  foot.  Captain  Reed,  of  Troy,  in  speaking  of  the  Washington 
bar,  told  me  that  the  channel  which  has  been  dredged  through  it,  does  not 
fill  up  much,  which  he  says  is  ow  ing  to  the  hard  bottom,  and  the  raising  of 
tlie  water  by  the  dams  before  alluded  to.  riie  corporation  of  Troy  liave 
expended,  since  18£9,  about  5,000  dollars  in  dredging  between  that  city 
and  Albany.  A  dam  joins  the  head  of  Patroon  and  the  foot  of  Hanke's 
island ;  it  was  built  in  1823  ;  the  object  was  to  exclude  the  tide  waters 
from  the  branches  back  of  tiie  islands,  and  to  increase  the  depth  of  water 
in  the  channel.  The  piers  and  docks  opposite,  and  at  the  city  of  Troy, 
may  he  considered  as  producing  a  beneficial  effect  on  the  stream,  as  they 
have  considerably  increased  the  deptli  of  water  in  the  channel. 

10.  To  secure  width  and  depth  of  channel  for  the  purpose  of  the  trade 
at  low  water,  it  would  be  necessary  to  remove  the  shoal  near  the  United 
States  dock,  (540  cubic  yards.)  and  at  the  following  points  : 

Washington  bar,  350  feet  long,  Si  feet  deep,  1 50  feet  wide,  6,806  c.  yds. 


Shoal 

2,900 

do. 

1 

do. 

150 

do. 

16,111  do. 

Yan  Buren 

1,660 

do. 

6 

do. 

150 

do. 

55,333  do. 

Covell's  shoal, 

1,000 

do. 

4-1 

do. 

150 

do. 

26,372  do. 

liound  shoal. 

1,290 

do. 

3 

do. 

150 

do. 

21,500  do. 

To  improve  the  river  at  Van  Buren  bar,  it  is  proposed  to  build  a  pier 
from  the  head  of  Breaker's  island  to  the  w  est  bank  of  the  stream.  Its  length 
would  be  2,800  feet;  a  second  one  has  been  proposed  between  the  foot  of 
Hillhouse  and  the  head  of  Hanke'p,  also  to  protect  the  side  of  Breaker's 
island  and  some  other  works  ;  for  which,  see  estimate. 


Sheet  No.  3. 

1.  This  drawing  includes  the  river  between  the  head  of  Patroon's  island 
vi\u\  the  Cnited  States  dock  on  the  Greenbush  side  of  the  river.  The  length 
of  the  section  is  3  miles  and  1,000  feet. 

2.  The  width  of  the  channel  between  the  end  of  the  dam  and  Patroon's 
island  is  350  feet,  and  between  the  east  and  west  bank,  crossing  the  head  of 
Patroon's  island,  1,800  feet;  at  the  ])icr  near  the  Fish-house  shoals,  1,860 
feet;  at  the  Bath  and  Albany  ferry,  1,265  feet;  at  the  foot  of  the  Albany 


[  Rep.  No.  150.  J 


9 


pier  to  Van  Rensselaer's  island,  1,070  feet ;  and  at  the  Greenbush  and  Al- 
bany ferry,  1,090  feet. 

3.  The  width  of  the  channel  between  Patroon  and  the  western  bank,  140 
feet ;  at  Patroon's  lower  island,  660  feet ;  and  between  Van  Rensselaer's 
and  the  eastern  shore  150  feet. 

4.  The  velocity  ot  the  stream  opposite  to  Base  island,  feet ;  at  Fish- 
house  bar,  east  end  of  dam,  1  foot  8  incites  ;  at  300  feet  oft*  the  Albany  pier 
1  foot,  and  at  300  feet  from  the  Greenbush  dock,  I  of  a  foot  per  second, 

5.  Base  island       600  yards  long,  60  yards  wide,    36,000  square  yds. 


Patroon's  upper 

1,300 

do. 

70 

do. 

91,000 

do. 

Mud 

510 

do. 

58 

do. 

29,580 

do. 

Patroon's  lower 

667 

do. 

79 

do. 

52,693 

do. 

Van  Rensselaer 

1,500 

do. 

180 

do. 

270,000 

do. 

There  are  also  several  other  small  islands  and  shoals  bare  at  low  w  ater. 
The  islands  are  alllow  and  alluvion,  and  are  annually  changing  in  size  and 
outline.    All  the  larger  ones  are  cultivated,  and  are  very  productive. 

Patroon's  second  or  lower  island  about  30  years  ago  was  a  mere  shoal 
covered  with  willows  ;  it  is  now  much  elevated  and  cultivated. 

6.  Banks  «f  river  on  both  sides  are  low,  but  suthciently  elevated  to  be 
above  the  reach  of  floods.    The  soil  is  similar  to  that  of  the  islands. 

7.  The  first  180  feet  on  the  sheet  is  the  continuation  of  the  round  shoals, 
and  brings  the  channel  into  9^  feet  water,  and,  from  the  last  point  to  a  bar 
which  lies  between  Base  and  Patroon's  islands,  the  depth  is  from  9  to  11 
feet.  The  channel  is,  however,  narrow,  and  will  have  to  be  increased  in 
width.  The  bar  I  have  mentioned  continues  270  feet,  and  brings  the  chan- 
nel into  13  feet  water,  which  continues  for  560  feet  to  a  shoal  near  the  foot 
of  Base  island,  and  extends  100  feet.  The  depth  of  water  is  there  from  10 
to  14  feet  for  1,270  feet.  It  then  becomes  narrow  and  crooked,  with  a 
sufficient  depth  in  the  centre.  It  now  turns  towards  the  eastern  shore,  and 
leaves  several  small  islands  and  shoals  between  it  and  the  west  bank. 

Between  the  foot  of  Fish-house  shoal  ajid  the  head  of  Patroon's  lower 
island,  the  water  is  shallow  by  these  bars,  and  from  the  foot  of  the  last 
island  to  the  United  States  dock,  near  the  village  of  Greenbusii,  the  depth 
varies  from  9  to  23  feet.  The  depth  of  water  in  the  vicinity  of  the  Albany 
pier  is  from  11  to  16  feet ;  at  the  Greenbush  dock  from  12  to  18  feet ;  and 
at  the  United  States  dock  from  8  to  12  feet. 

A  very  extensive  shoal  extends  from  the  dock  at  Bath  to  the  head  of  Van 
Rensselaer's  island,  Thedeptii  of  water  in  the  branch  between  that  island 
and  the  east  shore  is  from  2  to  5  feet, 

8.  The  islands  aie  all  situated  parallel  with  the  stream,  and  have  more 
or  less  effect  on  the  currents,  by  contracting  its  width.  It  is  probable  that 
they  will  all  be  united  on  the  west  side  of  tiie  channel  in  the  course  of  a  very 
few  years,  as  they  are  now  nearly  so  at  low  water,  by  the  different  bars 
and  shoals,  as  w  ill  be  seeji  by  inspecting  the  chart, 

9.  A  dam  runs  from  the  east  bank  to  the  head  of  Base  island  ;  its  length 
is  750  feet;  above  and  below  the  dam  there  exist  very  extensive  slioals, 
which  arc  bare  at  low  water.  The  dam  was  built  in  1823,  and  its  object 
was  to  increase  the  depth  in  the  channel,  by  holding  back  the  tide  and  flood 
waters,  and  also  to  change  the  direction  of  the  current,  and  to  give  it  a 
more  direct  course  over  the  Fish-house  shoals. 

Below  the  foot  of  Patroon's  island,  a  pier  runs  from  the  west  shore  for 
2 


10 


[  Rep.  No.  150.  J 


540  feet  into  the  stream  :  it  was  built  in  1799,  witli  a  view  to  remove  the 
Fish-house  shoal,  but  has  not  fully  answered  the  purpose  intended.  In 
1826,  excavation  of  that  shoal  was  commenced  by  a  dredge  worked  by  horse 
power,  and  continued  to  operate  until  1830.  In  1831,  the  steam  dredge 
Avas  employed  for  the  same  purpose.  The  channel  opened  was,  however, 
injured  by  an  ice  flood  in  1831. 

The  Albany  pier  and  docks  below^  it  may  be  considered  as  an  improve- 
ment, as  they  have  considerably  increased  the  depth  of  the  stream,  by  con- 
tracting its  width. 

10.  The  following  excavations  are  necessary.  The  soil  to  be  removed,  in 
all  cases,  is  gravel,  sand,  and  mud  : 

1st.  Round  shoals,     i80ft.  Ion"*.  i  fL  dpRn.  i /^n     widp.  i.nnnc.  vds. 

2d.  Opening  channel  240 

Sd.  Patroon's  bar  270 

4th.  Base  island  100 

5th.  Openingchannel270 

6th.  Ditto  100 

7th.  Ditto  80 

8th.  Ditto  100 


do. 

3 

do. 

150 

do. 

4,000 

do. 

do. 

2^ 

do. 

150 

do. 

3,750 

do. 

do. 

4^ 

do. 

150 

do. 

2,500 

do. 

do. 

2 

do. 

150 

do. 

3,000 

do. 

do. 

li 

do. 

150 

do. 

694 

do. 

do. 

2^ 

do. 

150 

do. 

1,111 

do. 

do. 

1 

do. 

150 

do. 

559 

do. 

Sheet  No.  4. 


1.  Embraces  the  river  between  tlie  United  States  dock  at  Greenbush 
and  Van  Wie's  point ;  the  length  is  3  miles  and  3,690  feet. 

2.  The  width  of  the  river  between  the  United  States  dock  and  the  head 
of  Westerloe's  island  is  1,420  feet.  Between  the  east  bank  and  the  first 
small  island,  l,S30feet;  at  the  head  of  the  third  island,  1,500  feet;  betweeii 
the  head  of  Papscannee  island  and  Bogart's,  2,550  feet;  at  the  foot  of 
Beacon  island,  1,860  ;  halfway  between  foot  of  Beacon  island  and  Van 
Wie's  point,  1,775  feet ;  at  Van  Wie's  point  840  feet, 

3.  Width  of  branch  at  the  head  of  Westerloe  island  and  west  shore, 
250  feet;  at  mouth  of  Normaji's  kill,  380  feet;  at  fool  of  island,  530 
feet.  Between  Van  Rensselaer's  and  Beacon  island,  330  feet,  and  between 
Bogart's  and  Westerloe's,  330  feet,  and  between  Small  island  and  Wester- 
loe's, 130  feet.  Papscannee  creek  at  its  head  is  90  feet,  at  its  foot,  on 
sheet,  150  feet  wide. 

4.  The  speed  of  the  current  below  Bogart's  island,  1  foot  8  inches  : 
about  40  rods  below  foot  of  Beacon  island,  1  foot  2  inches  ;  at  second 
river  buoy,  one  and  a  half  feet  per  second. 

5.  Westerloe  island,  2,640  yards  long,  400  yds.  wide,  956,000  sq.  yds. 


Small 

do. 

767 

do. 

83 

do. 

63,661 

do. 

Bogart's 

do. 

1,243 

do. 

115 

do. 

142,945 

do. 

Van  Rensselaer 

's  do. 

643 

do. 

100 

do. 

64,300 

do. 

Beacon 

do. 

973 

do. 

126 

do. 

122,798 

do. 

Papscannee,  on 

sheet. 

7,493 

do. 

633 

do. 

4,743,069 

do. 

There  are  three  other  small  islands  which  are  joined  to  Van  Rensse- 
laer's, and  each  other,  at  low  w^ater.  They  are  all  low,  and  similar  in 
character  with  those  alreadv  described. 

6.  The  bank  on  the  east  side  of  the  stream  to  the  head  of  Papscannee 
island,  is  elevated  about  thirty  feet  above  the  river.    The  soil  is  loam 


[  Rep.  No.  150.  ] 


11 


and  gravel.  From  the  last  point  to  the  end  of  the  sheet  the  ground  in 
the  immediate  vicifiity  of  the  stream  is  low  and  wet  for  a  short  distance. 
It  is  then  more  elevated. 

From  the  boundary  line  of  tlie  city  of  Albany  to  P.  R.  Van  Rensselaer's 
island,  the  west  shore  is  elevated  about  10  feet  above  the  river.  To  the 
end  of  Beacon  island  it  is  more  elevated  and  abrupt.  It  then  becomes 
more  abrupt  and  rocky,  and  higher  than  the  preceding  subdivisions  men- 
tioned. 

7.  The  depth  of  water  in  the  cliannel  from  opposite  to  the  United  States 
dock  to  the  small  island,  varies  from  17  to  11  feet,  and  the  width  is  suf- 
ficient for  the  ordinary  purposes  of  navigation.  On  Cuyler's  bar,  the 
water  is  from  6  to  8i  feet,  and  at  its  lower  end  there  is  91  feet.  The 
channel  is,  however,  crooked,  and  diverges  towards  the  east  bank  of  the 
stream.  After  passing  Cuyler's  bar  it  changes  its  direction  towards  the 
head  of  Bogart's  island,  with  a  depth  varying  from  10  to  13  feet.  For 
1,200  feet  below  the  last  point  it  diminislies  from  9  feet  U  inches  water 
to  6  feet  opposite  the  corner  of  the  Overslaugh  dam,  and  increases  to  9  feet 
opposite  the  head  of  Beacon  island.  At  the  foot  of  the  last  place  desig- 
nated, the  water  is  6  feet,  and  the  channel  in  tiic  whole  distance  is  narrow 
and  crooked.  The  depth  tliere  varies  from  7  to  6  feet,  with  occasional 
holes  9  and  10  feet  deep,  which  continues  to  tlie  end  of  Van  ^yie's  pier, 
and,  after  passing  the  latter,  the  depth  is  from  9  to  27  feet. 

The  depth  in  the  branches  is  inconsiderable,  except  between  tlie  head  of 
Van  Rensselaer's  and  the  foot  of  Beacon  island.  If  we  draw  a  line  on 
the  sheet  in  six  feet  water  at  the  lower  end  of  Bogart's  island  to  the  cen- 
tre of  the  Overslaugh  dam,  it  passes  through  2  and  5  feet  water,  which  in- 
creases, after  we  pass  that  work,  to  23  feet  ;  it  tijen  diminishes  to  19  feet, 
and  then  to  9  feet,  and  joins  the  cliannel  below  Van  Wie's  pier  in  10  feet 
water.  This  channel  was  formei'ly  used  for  sloop  navigation,  but,  owing 
to  the  difficulty  of  ascending  against  head  winds,  it  was  abandoned. 

8.  Westerloe's  island  and  its  shoals  turn  the  channel  towards  the  east- 
ern shore,  and  Bogart's  island  and  slioals  may  be  considered  a  prolonga- 
tion of  the  first  designated.  Paj)scannee,  with  its  shoals,  by  its  jmsition, 
deflect  the  current  over  towards  the  Overslaugh  dam,  and  to  the  head  of 
Beacon  island.  It  then  runs  nearly  parallel  with  it,  occasioned  by  Van 
Wie's  pier  :  after  passing  the  last  work,  its  direction  is  similar  witli  the 
course  of  its  banksv  At  Van  Wie's  point,  owing  to  the  narrowness  of  the 
stream,  the  current  is  accelerated,  and  the  depth  increased. 

9.  A  dam  connects  the  head  of  Papscannee  and  the  east  bank  of  the 
stream  :  the  object  was  to  increase  the  quantity  of  water  in  the  sloop  chan- 
nel. The  Overslaugh  dam  commences  at  tiie  west  shore  above  the  head 
of  Van  Rensselaer's  island  ;  its  whole  extent  is  1,300  feet  at  right  angles 
with  the  bank  ;  it  then  changes  its  course,  and  joins  the  head  of  Beacon 
island  2,000  feet.  The  object  of  tiiis  work  v/as  to  drive  the  water  into  the 
sloop  channel,  to  receive  the  deposites  of  Norman  kill,  and  to  contract  the 
flow  of  water.  It  has  not  fully  accomplished  the  purposes  intended  to  be 
secured  by  its  construction.  Van  Wie's  pier  extends  from  Papscannee 
island,  for  1,130  feet,  into  the  stream.  Tlie  plan  of  the  work  was  ta 
deepen  the  water  on  the  Overslaugh  bar,  and  to  remove  the  one  in  its  vi- 
cinity. 

10.  The  following  excavations  are  necessary  : 


12       '  [  Rep.  No.  150.  ] 

Cuyler's  bar  2,170  feet  long,  2  feet  deep,  200  feet  wide,  52,148  c  yds. 

Channel  2,040  do.        2i    do.  200  do.  34,000  do. 

Do.  2,680  do.       2i    do.  200  do.  49,629  do. 

Do.  820  do.        1      do.  200  do.  6,074  do. 

Do.  950  do.       2      do.  70  do.  4,889  do. 

Overslaugh  2,280  do.       2i    do.  200  do.  42,2.23  do. 

Winnie's  bar,  1,020  do.       2     do.  200  do.  15,111  do. 


If  the  old  sloop  channel  should  be  opened,  it  would  require  a  cut  1,050 
feet  long,  5  feet  deep,  200  feet  wide  ;  a  second  50  feet  long,  and  feet 
deep,  and  200  feet  wide  :  a  pier  w  )uld  also  be  necessary,  extending  from 
the  west  shore  to  near  the  lower  end  of  Bogart's  island.  This  channel 
would  be  the  most  economical,  but  there  would  be  much  hazard  in  keeping 
it  open,  independent  of  the  difficulty  of  navigating  it.  1  have,  therefore, 
not  estimated  it. 

It  is  proposed  to  assist  in  keeping  the  channel  open,  to  consti'uct  a  pier 
from  the  foot  of  Bogart's  to  the  head  of  Beacon  island,  and  also  another 
from  the  lower  end  of  the  last  island.  Each  of  these  would  be  half  a 
mile  long.  The  deepest  v/ater  in  which  they  would  be  built  ia  6  feet. 
One-half  of  the  length  of  Beacon  island  should  be  protected,  to  prevent 
the  soil  washing  into  the  channel. 

Sheet  No.  5. 

1.  Commences  at  Van  Wie's  point,  and  ends  opposite  to  Castleton.  The 
length  included  on  it  is  3  miles  and  3,200  feet. 

2.  Width  of  river  at  Van  Wie's  point  and  west  side  of  Papscannee 
island  840  feet;  at  the  head  of  Bear  island  1,480  feet;  at  Winnie's  point 
2,010  feet;  at  Forbes's  dock  1,380  feet;  at  mouth  of  Vlaaman's  creek  to 
lower  point  of  Smith's  island  1,930  feet;  and  from  bank  to  bank  2,875 
feet.  Betvreen  lower  point  of  Cow  island  and  Sill's  upper  island  1,760. 
Between  east  and  west  bank,  crossing  Sill's  lower  island,  2,460  feet ;  at 
Civil's  dock  and  west  sliore  2,000  feet. 

3.  Width  of  Papscannee  creek  at  head  of  sheet  150  feet;  at  lower  end 
of  island  290  feet  ;  at  foot  Pixtaway  450  ;  at  middle  of  Smith's  470  feet; 
at  foot  of  Cow  630  feet.  C!»annel  between  Papscannee  and  Pixtaway 
540,  and  between  last  island  and  Smith  420  ;  ditto  between  Smith  and  Cow 
island  440  ;  between  Bear  and  west  shore  80  feet,  and  between  Sill's 
upper  island  and  west  shore  390  feet ;  ditto  between  upper  and  Sill's  middle 
island  200,  and  between  the  last  island  and  west  bank  200  feet,  and  be- 
tween lower  island  and  west  shore  160;  width  at  mouth  of  Vlaaman's 
kill  120  feet. 

4.  Force  of  currents  500  feet,  from  Van  Wie's  point  1  foot  8  inches.  In 
channel,  between  foot  of  Papscannee  and  Pixtaway  island,  no  current :  at 
east  end  of  Winnie's  piej*,  I  foot  7  inches  per  second. 

5.  Continuation  of — 

Papscannee  island,  2,460  yds.  long,  672  yds.  wide,  1,653,120  sq.  yds. 


Pixtaway  do.  1,463  do.  220  do.  321,860  do. 

Smith  do.  1,720  do.  280  do.  481,600  do. 

Cow  do.  620  do.  117  do.  72,540  do. 

Bear  do.  740  do.  160  do.  118,400  do. 


Sill's  upper     do.       310      do.         33      do.  10,230  do. 

middle  do.       410      do.         33      do.  13,530  do. 

lower     do.       380      do.         60      do.  22,800  do. 


[  Rep.  No.  150.  ] 


13 


The  islands  are  all  low,  level,  and  alluvion,  except  the  lower  part  of 
Papscanncc,  wliich  is  more  elevated  and  uneven.  They  are  all  cultivated, 
and  arc  sometimes  inundated  by  the  spring  and  fall  floods. 

6.  The  east  baidc  of  the  stream  in  its  iuimediate  vicinity  is  low  to  the 
foot  of  Papscanncc  island.  For  the  whole  length  of  the  Pixtaway,  the 
shore  is  steep,  high,  and  hilly,  and  from  the  foot  of  the  last  island  to  the 
upper  end  oF  the  village  of  Ca^-tlcton,  tlie  shore  is  low.  It  then  becomes 
elevated  and  mountainous  to  the  end  of  the  drawing.  The  bank  from  V^an 
Wie's  point  to  Witmie's  dock  is  rocky  and  uneven.  The  high  bank  then 
recedes  from  the  stream,  and  leaves  the  balance  of  the  bank  low  and 
alluvion. 

7.  In  the  channel  off  Van  Wie's  ])oint,  the  water  is  27  feet.  It  then 
bends  towards  Staat's  dock,  (on  Papscanncc  island,)  and  the  depth  is  25 
feet  in  its  vicinity.  From  tlience  it  turns  towards  the  eastern  shore  at 
Winnie's  point,  where  the  water  is  27  feet,  and  the  least  depth  in  the  chan- 
nel between  the  extreme  points  mentioned  is  10  feet.  From  Winnie's 
point  the  channel  is  more  crooked,  hut  with  sufficient  depth  and  width  to 
opposite  tlie  foot  of  Smith's  island,  when  it  is  only  feet  for  360  feet  in 
lengtli.  It  thcnbccotnes  9  feet,  and  inci'cases  gradually  to  16  feet,  which 
again  lessens,  and  agaiii  increases,  to  the  end  of  the  sheet. 

8.  By  examining  the  dr  awing,  it  will  be  seen  that  Papscanncc,  Pixta- 
way, Smith,  and  Cow  islands  lie  on  the  east  side  of  the  sloop  channel, 
and  tiiat  their  ends  so  overlap  each  other  as  to  present  a  continuous  bank ; 
they  therefore  may  be  considered  as  a  natural  pier,  contracting,  by  their 
position,  the  clianncl,  and  deepening  the  wal  :  •  'i  that  portion  of  the  stream. 
The  banks  of  these  islands,  in  ascending  or  descending,  would  be  taken 
by  the  navigator  for  the  eastcrii  shore  of  the  river. 

Bear  and^  Sill's  thi  ee  islands  lie  close  to  the  western  bank.    The  first 
above,  and  the  three  latter  belov.'  Winnie's  pier. 

9.  Winnie's  j)ier  runs  for  1,700  feet  at  an  angle  of  45°  from  the  western 
shore  towards  Cow  island.  The  object  of  the  work  was  to  deepen  the 
water,  and,  by  increasing  the  current,  to  effect  the  renioval  of  a  bar  at  that 
point ;  and  I  am  informed  in  a  letter  from  Messrs.  Bogart  and  Brown  of 
Albany,  it  has  produced  the  desired  object.  It  is,  however,  the  general 
opinion  of  the  skippers  that  the  work  is  too  long,  and  occasions  too  strong 
a  current  in  the  channel  at  its  end.  It  will  be  seen  by  reference  to  the 
chart  that  the  depth  of  water  is  very  much  increased  on  the  lower  side  of 
the  dam  by  the  water  shooting  over  it,  and  that  the  deposite  is  made  on  the 
upper  side  of  the  pier  between  the  angle  and  the  west  shore. 

10.  The  following  improvements  are  necessary  : 

Excavating  360  feet  long,  6  inches  deep,  200  feet  wide,  being  1,333  cu- 
bic yards,  and  cutting  olf  50  feet  from  east  end  of  Winnie's  pier. 

Sheet  No.  6. 

1.  The  length  of  the  drawing  is  3  miles  and  3,690  feet  :  it  commences 
at  Civil's  dock,  and  ends  at  the  village  of  Schodac. 

2.  The  width  of  the  river  between  the  southeast  corner  of  Civil's  dock 
and  the  west  shore  is  1,970  feet ;  at  the  mouth  of  Schodac  creek,  crossing 
the  head  of  Shad  island,  it  is  2,490  feet.  From  the  west  side  of  the  first 
island  to  the  opposite  bank,  crossing  the  lower  end  of  Shad  island,  it  is 


14 


[Rep.  No.  150.] 


1,860 ;  crossing  at  the  head  of  Plaat  island,  2,180  feet;  and  at  the  foot  of 
PJaat  island,  1,340  feet. 

3.  The  widtli  of  Schodac  creek  between  the  northwest  corner  of  island 
and  the  mouth  of  Downing's  creek,  is  530  feet ;  at  the  northwest  corner 
it  is  180  feet;  at  the  mouth  of  a  small  brook  on  the  cast  shore  it  is  300 
feet  ;  and  at  the  foot  of  Schodac  island  it  is  510  feet.  The  width  of  the 
channel  between  the  head  of  Shad  and  tiie  west  shore  of  Scliodac  island 
is  1,860,  at  the  narrowest  part  it  is  1,020,  and  at  the  lower  end  of  the  first 
island  it  is  1,520  feet.  The  width  of  the  Hellegat  channel  at  the  head  of 
Plaat  island  is  690  feet ;  at  the  head  of  the  lower  Schodac  island  it  is  540 
feet,  and  at  the  foot  of  Schodac  island  it  is  840  feet.  The  channel  between 
Plaat  and  lower  Schodac  island  at  the  head  is  510  feet,  at  the  narrowest 
place  130,  and  at  the  lower  end  365  feet  wide. 

Channel  between  Shad  island  and  west  shore  :  at  its  head  is  410  feet, 
narrowest  place  200  feet,  at  the  mouth  of  JoWy's  creek  340  feet,  and  at  the 
lower  end  320  feet;  width  of  Jolly  creek  at  its  mouth  140  feet,  width  of 
river  between  the  head  of  Plaat  island  and  west  shore  1,510  feet. 

4.  Ts'o  current  at  the  mouth  of  Schodac  creek.  In  Hellegat  channel, 
near  the  head  of  lower  Schodac  island,  5  inches  per  second. 

5.  Islands.       Width  in  yds.  Length  in  yds.  Superficial  contents  in  yds. 
Scamcrhorne's  53  400  21,200 
Small*                       SO  177  5,310 

Shad  277  1,760  487,520 

Schodac  337  4,460  1,503,020 

Plaat  90  2,460  217,400 

Lower  Schodac  as  re- 
presented on  sheet    400  1,753  701,200 
The  islands  are  all  low,  soil  alluvion,  and  in  places  swampy  and  marshy. 
They  are  all  cultivated. 

6.  The  west  shore  of  the  stream  is  low  to  the  mouth  of  Jolly's  creek, 
and  the  remainder  is  high,,  sterile,  and  rocky  ;  tiie  east  bank  is  low  and 
alluvion  for  the  whole  distance. 

7.  The  depth  of  water  in  the  channel  at  the  head  of  the  sheet  is  16  feet, 
and  the  least  depth  represented  on  the  drawing  is  10§  feet,  the  greatest  22 
feet,  and,  at  the  lower  end  of  the  chart,  it  is  1 1  feet. 

The  soundings  between  the  lower  end  of  Shad  and  Plaat  island  are  not 
«o  numerous  as  on  other  sections  of  the  drawings,  which  is  owing  to  the 
buoy  which  was  placed  for  a  guide  point,  being  displaced  by  the  swell  of  a 
passing  steamboat,  and  was  not  detected  until  the  work  was  protracted. 

8.  The  deep  water  is  occasioned  by  the  position  of  the  different  islands 
which  all  lie  parallel  with  the  course  of  the  stream,  contract  the  channel, 
and  improve  the  depth  of  w  ater  as  they  act,  and  may  be  considered  as 
natural  piers. 

It  is  proposed  to  improve  the  access  to  the  docks  at  Castleton  for  vessels 
at  the  lowest  tide  to  approach  them  drawing  9  feet  water.  The  channel 
which  would  be  opened,  as  represented  by  a  dotted  line  between  Civil's 
and  Livingston's  dock,  is  960  feet,  and  would  require  a  cut  of  9  feet  for 
the  full  width  of  the  cliannel,  and  the  further  excavation  of  2i  feet  for  a 
•distance  of  630  feet. 

If  the  approach  for  vessels  at  low  water  was,  however,  confined  to  Liv- 

*  Surrounded  by  a  very  extensive  shoal. 


[  Rep.  No.  150.  J  15 


ingstor/s  dock,  which  would  probably  be  the  best  plan,  as  steamboats  now 
land  passengers  from  boats,  and  approach  the  docks  at  high  water,  as  do 
also  sloops  and  other  vessels,  it  would  require  an  excavation  of  2^  feet  for 
1,260  feet  in  length. 

Sheet  No.  7. 

1.  The  length  of  the  sheet  is  four  miles  :  it  commences  three-fourths  of 
{(  miie  above  Coeyman's,  and  ends  below  the  foot  of  Houghtailing's  island, 

2.  The  width  of  the  river  at  the  upper  end  of  the  sheet  between  the  banks 
is  4,740  feet  ;  at  the  head  of  Houghtailiiig's  island  it  is  4,710  feet ;  and 
at  the  lower  end  of  the  survey  it  is  2,640  feet. 

3.  The  width  of  the  channel  between  the  foot  of  Plaat  island  and  tlie 
west  shore  is  1,350  feet ;  at  the  head  of  Mull's  island  it  is  1,200  feet ;  at 
the  head  of  Houghtailing's  it  is  2,520  feet ;  and  at  the  foot  of  tlie  last  island 
it  is  1,320  feet.  Between  Mull's  and  lower  Schodac  islajid  it  is  510  feet, 
and  between  the  last  island  and  Houghtailing's  it  is  600  feet.  The  width 
of  the  Schodac  creek  at  Scamerhorne's  dock  is  480  feet :  at  Van  Alstvne's 
600  feet  :  and  at  the  foot  of  Houghtailing's  island  1,650  feet.  The  width 
of  stream  between  Barren  and  Mull's  island  is  550  feet,  and  between  the 
first  island  and  the  west  shore  at  the  mouth  of  a  creek  is  640  feet. 

4.  The  velocity  of  the  current  between  Schodac  and  Mull's  and  Plaat 
islands  is  one  foot  eight  inches  per  second. 

5.  Ilemaining  part  of 

Lower  Schodac  2,200  yards  long,  440  yards  wide,  968,000  sq.  yards. 


Houghtailing's 

3,440 

do. 

600 

do. 

2,064,000 

do. 

Mull's 

2,223 

do. 

87 

do. 

194,271 

do. 

Barren 

567 

do. 

160 

do. 

90,720 

do. 

Small  island 

367 

do. 

33 

do. 

12,111 

do. 

The  islands  are  all  low  except  Barren,  which  is  considerably  elevated 
and  rocky, 

6.  Both  banks  of  the  river  are  elevated,  hilly,  and  rocky. 

7.  Tiie  depth  of  water  at  tlie  head  of  the  sheet  is  14  feet,  and  in  no  part 
is  it  less  than  9  feet  in  the  channel,  and  at  the  end  of  the  survey  it  is  12 
feet.    Between  Coeyman's  and  New  Baltimore  the  channel  is  crooked,  and 
near  the  foot  of  Mull's  island  it  divides  into  two  branches,  with  a  middle 
ground  between,  which  unite  again  above  New  Baltimore.    Schodac  creek 
is  navigable  for  sloops  at  all  times  as  high  up  as  the  village  of  Schodac.  It 
unites  with  the  main  stream  through  the  branch  called  the  Hellegat.  Scho- 
dac creek — commencing  our  view  at  the  head  of  the  Hellegat,  the  deptli 
of  water  in  the  channel  is  not  less  than  6  feet,  and  increases  from  that  to  9 
feet :  at  the  foot  of  Schodac  island  it  is  8|  feet,  and  off  Schodac  dock  it  is 
9  feet ;  and  the  water  is  not  less  than  the  last  mentioned  depth  to  the  foot 
of  lower  Schodac  island,  with  occasional  increases  of  12  and  13  feet.  It 
continues  nearly  with  a  uniform  depth  to  the  lower  end  of  Houghtailing's 
island,  and.  at  that  point,  the  channel  would  require  to  be  widened.  The 
improvement  of  the  bed  of  this  creek  is  a  matter  of  no  great  importance, 
nor  is  it  included  in  the  estimate.    During  high  water,  steamboats  some- 
times pass  through  it  to  avoid  the  currents  in  the  main  branch. 

8.  The  islands  are  large,  and,  by  their  positions,  contract  the  width  of  the 
stream. 


16 


[  Rep.  No.  150.  J 


10.  The  improvements  proposed  arc  to  straighten  the  channels  atone  or 
two  points,  to  erect  guide  lights  at  the  separation  of  tiie  cl)annel  below  the 
foot  of  MulTs  island,  and  to  protect  the  side  of  the  last  island. 

The  whole  length  of  tlie  survey  as  measured  on  the  bank  of  the  stream  is 
25  miles  and  498  feet.  The  average  widtli  of  the  river  between  the  banks 
on  the  first  sheet  is  1,046  feet,  on  the  second  960  feet,  on  tlie  third  1,450 
feet,  on  the  fourtli  1,689  feet,  on  the  fifth  1,934  feet,  on  the  sixth  2,250 
feet,  on  the  seventh  4,030  feet;  and  gives  an  average  width  of  the  wijole  length 
of  the  stream  1,893  feet,  or  631  yards.  The  space  occupied  by  the  rivers 
and  islands  amounts  to  5J57  acres,  and  that  alone  by  the  islands  is  3,516 
acres,  or  leaving  2,241  acres  for  the  area  of  the  main  channel,  and  the  dif- 
ferent branches. 

Tides. — The  quantity  of  water  running  from  the  upper  pai'ts  of  the  stream 
in  the  tide  channels  constantly  fluctuates,  and  occasions  more  or  less  va- 
riation in  t!ic  rise  and  fall  of  the  tidcal  waters.  '  In  the  spring  and  fall,  the 
tides  are  tlie  least  sensible,  but,  as  the  river  shrinks,  and  the  supply  from 
above  diminishes,  the  tides  rise  and  fall  more  uniformly.  The  following 
facts,  ascertained  fron»  observation,  will  give  us  some  light  on  this  intricate 
subject  : 

A  tide  register  was  kept  at  Troy  from  31st  May  to  the  11th  of  June, 
1831.  The  wind  in  that  period  blew  principally  from  the  south.  The 
state  of  the  tide  was  noted  hourly  from  7  o'clock  A.  M.  to  7  o'clock  P.  M., 
making  12  hours  daily.  The  greatest  rise  in  any  one  day  was  26^  inches, 
and  the  greatest  fall  19^  inches  ;  and  the  most  rise  in  an  hour  was  5  inches, 
and  the  most  fall  7  inches. 

A  tide  register  was  kept  at  Albany  from  the  27th  of  May  to  the  16th  of 
July,  1831.  The  condition  of  the  river  was  noted  hourly  from  8  o'clock 
A.  M.  to  6  o'clock  P.  M.,  which  continued  to  the  14th  of  June.  It  was 
then  changed  to  7  A.  M.  and  6  P.  M.  The  greatest  rise  during  the  above 
time  was  32  inches,  and  the  most  fall  37  inches;  and  tli:  rise  in  an  hour, 
with  a  strong  south.erly  wind,  was  9  inches,  and  the  fali  in  an  hour,  with 
a  modertitp  northeast  wind,  8  inches. 

A  tide  register  was  kept  at  Castleton  from  the  20th  of  June  to  the  7th 
of  July.  The  rise  and  fall  of  the  tide  was  noted  hourly  from  7  o'clock  A. 
M.  to  6  o'clock  P.  M.  The  winds  were  very  variable,  and  there  was 
considerable  flood  water  in  the  river.  The  most  rise  was  34  inches,  and 
the  most  fall  37  inches.  The  greatest  rise  in  an  hour  1 1  inches,  and 
the  greatest  fall  7  inches. 

A  tide  register  was  kept  at  New  Baltimore  from  the  9th  to  the  16th  of 
July,  1831.  The  hours  of  observation  the  same  as  at  Castleton.  The 
highest  tide  48  inches,  and  the  lowest  51  inches.  The  greatest  rise  in  an 
hour  was  15  inches,  and  the  most  fall  10  inches. 

It  therefore  appears  that  the  highest  and  lowest  water  was — 
Place.  Highest  water.  Lowest  water. 

At  Troy  26^  inches  192  inches. 

Albany  32       do.  37  do. 

Castleton  34       do.  37  do. 

New  Baltimore  48       do.  51  do. 

From  the  registers  we  collect  the  following  facts  :  1st.  That  the  tides 
run  out  longer  than  they  run  up.  2d.  That  the  tides  fall  with  greater 
rapidity  than  they  rise.    3d.  That  the  velocity  of  the  ascending  tides  are 


[  Rep.  No.  150.  ]  17 

increased  by  southerly  winds.  4th.  That  when  southerly  winds  prevail 
strongly,  the  river  does  not  fall  so  low  as  it  rises,  unless  it  is  in  the 
state  of  flood.  5th.  When  northerly  winds  prevail,  the  tides  fall  lower  • 
than  they  rise.  6th.  When  the  river  is  in  the  state  of  high  flood,  the  tides 
do  not  act,  although  the  river  swells  and  falls,  occasioned  by  the  flood 
waters  being  obstructed  by  meeting  the  ascending  tides. 

The  common  difference  in  time  between  the  rise  and  fall  of  the  tide 
waters  at  Albany  and  Troy  varies  from  one  to  one  and  a  half  hours.  By 
the  tide  registers  it  a})pears  that,  in  some  instances,  while  the  river  was 
actually  swelling  at  Troy,  it  had  commenced  falling  at  Albany.  This  is 
to  be  attributed  to  accidental  floods  and  winds,  and  the  curve  in  the  river  at 
the  head  of  Breaker's  and  Hillhouse  islands. 

At  Albany,  tiic  tides  are  from  f  to  H  hours  longer  in  falling  than  at 
Castleton,  and  the  difference  in  time  between  the  tides  at  the  first  place  and 
Nev/  Baltimore  is  from  li  to  2  hours,  accompanied  by  the  same  general 
phenomemon  I  have  remarked  in  speaking  of 'J'l'oy. 

From  the  facts  I  have  mentioned,  it  became  necessary  to  establish  the 
lowest  water  in  the  stream,  that  further  observations  should  be  made.  Fixed 
points  were  tiicrcfore  left  at  tiie  places  tlie  registers  were  kept,  and  the 
distances  measured  from  them  to  tiie  lowest  tide  which  occurred  during  the 
survey.  Mr.  Uagner  was  instructed  to  revisit  those  places  when  the  river 
subsided  to  its  lowest  condition,  and  compare  the  two  measurements. 
From  his  observations,  it  appears  that  the  river  had  subsided  at  the  Wa- 
terford  bridge,  since  the  survey,  two  feet ;  at  the  upper  end  of  the  sloop 
lock  one  foot  nine  inches ;  immediately  at  tiie  foot  of  the  sloop  lock  two 
feet  nine  inches  ;  at  Troy  oug  foot  ten  inches ;  at  Albany  two  inches;  at 
Castleton  eleven  inches  ;  and  at  New  Baltimore  one  inch. 


fVinds. — The  pi  evailing  winds  at  Albany,  according  to  the  meteorologi 
cal  table  kept  by  Professor  Beek,  was,  in  1828  and  1830,  as  follows  : 


Course  of  winds. 

Years. 

Days. 

55^ 

Years. 

Days. 

North 

1328 

1830 

30 

Northeast 

do. 

6 

do. 

12 

East 

do. 

7 

do. 

2 

Southeast 

do. 

22i 

do. 

36^ 

South 

do. 

140 

do. 

102i 

Southwest 

do. 

29i 

do. 

28 

West 

do. 

66 

do. 

50 

Northwest 

do. 

59i 

do. 

104 

From  this  table,  it  appears  that  the  winds  prevail  from  the  south  for  a 
longer  period  than  from  any  other  quarter ;  and,  in  1828,  it  ranged  from 
southeast,  south,  and  southwest,  192  days;  and  from  the  same  direction  in 
1830,  167  days;  and  for  the  same  periods,  from  northeast,  north,  and 
northwest,  121  and  146  days. 

Currents. — The  bends,  the  banks,  and  bed  and  slope  of  the  stream,  have 
a  powerful  influence  on  the  speed  and  force  of  its  currents,  and  on  their 
local  situations.  They  therefore  properly  come  under  three  classes.  The 
first  are  rivers  situated  above  tide  waters,  in  which  the  current  is  uniformly 
in  one  direction.  The  second  is  of  a  mixed  character,  combining  a  rush 
of  water  in  floods,  and  the  ebbing  and  flowing  of  tides.  The  third  and 
last  are  streams  in  which  the  rise  and  fall  of  the  tides  are  nearly  uniform. 
Many  rivers,  however,  combine  all  these  classes,  and  such  in  fact  does  the 
3 


18 


[  Rep.  No.  150.  ] 


Hudson.    Above  ihc  city  of  Troy,  the  first  class  is  applicable ;  the  second 
as  low  down  as  the  city  of  Hud.son,  and  in  high  floods  to  the  village  of 
.  Poughkcepsie ;  and  the  third  from  that  j)oint,  passing  by  the  city  of  New 
York,  to  the  ocean. 

If  we  suppose  tlie  river  between  the  city  of  New  York  and  Troy  had  a 
uniform  width,  course,  and  depth,  and  that  its  supply  above  the  last  point 
was  cut  olf,  the  ebbing  and  flowing  and  heiglits  of  the  tides  between  the 
extreme  places  would  be  governed  by  the  distance  from  the  ocean,  which 
Avould  occasion  so  small  a  variation  of  heigiit  in  theory,  that  it  would  pro- 
duce little  or  no  alteration  in  tlje  planes  of  high  and  low  watei*.  But  if 
the  stream  should  become  gradually  more  crooked,  shallow,  and  narrow, 
and  its  channels  obstructed  by  islands  arid  s!ioals,  t!)c  ascending  tide  hav- 
ing to  overcome  the  friction  on  the  bottom  and  the  sides  of  tlie  stream,  and 
other  obstructions,  the  velocity  would  be  proportioned  to  the  obstructions 
encountered,  and  tlie  pressure  of  the  ascending  waters ;  and  if  these 
obstructioiis  were  met  at  the  same  points  by  the  up  and  down  tides,  tliC 
cui  rents  at  those  places  would  always,  at  certain  hours  in  the  day,  be  equal. 
But  frequently  wiiat  would  be  a  positive  impediment  to  the  ascending  cur- 
rent, would  offer  no  obstruction  to  the  descending  one.  The  local  cha- 
racter of  the  stream  has  therefore  more  influence  in  these  matters  than  is 
generally  admitted.  The  ascending  and  descending  currents  are  there- 
fore accelerated  or  retarded  in  their  progress.  If  we  imagine  a  curve  in 
the  river,  the  force  of  currents  feeing  equal  on  both  sides,  a  bar  would  be 
formed  at  the  vertex  of  the  bend.  But,  in  either  of  the  two  first  classes  of 
streams,  this  bar  would  form  on  the  lower  side  of  tlie  bend,  and  not  at  the 
vertex;  and,  at  expanded  widths  where  the  currents  were  diminished  in 
velocity,  bars,  shoals,  and  shallows  would  accumulate.  But,  at  the  mouth 
of  the  stream,  owing  to  the  action  of  winds  and  waves,  bars  would  be 
foi'med. 

In  the  class  first  examined,  the  stream  was  considered  as  being  within 
tlie  entire  scope  of  tide  waters.  I  shall  now  take  the  second  or  mixed  class. 
The  velocity  of  the  ascending  tides  is  checked  by  the  quantity  of  water 
flowing  into  the  tide  channel,  or  its  speed  is  impeded  in  proj)ortion  to  tiie 
intensity  of  the  impact  of  the  waters,  for  the  particles  of  all  fluids  are  con- 
sidered by  writers  as  globular  or  spherical  bodies;  but  if  we  remove  the 
ascending  pressuie,  the  current  would  be  equally  accelerated  by  tlie  flow 
of  v/ater  from  tlie  upper  parts  of  the  river,  as  the  ascending  tide  was  re- 
tai'ded  by  it.  It  is  tl»ercforc  apparent  tliat  the  force  of  the  down  cui  i'cnt 
would  be  greater,  and  that  it  would  continue  longer  to  run  out,  than  the 
tide  upwards.  But  let  us  suppose  that  the  river  is  swollen  by  rains,  and 
that  the  whole  channel  is  filled  with  flood  water ;  in  this  case,  tlie  ascending 
tides,  owing  to  the  greater  intensity  of  the  pressure  from  above,  are  lield 
back  until  an  equilibrium  between  the  currents  ensues,  and  tlie  flood  wa- 
ters from  that  ])oiiit  become  inactive  until  the  tides  begin  to  run  out;  it 
then  sweeps  down  with  greater  force  than  before,  until  its  power  is  lost  in 
the  increased  depth  and  width  of  the  stream. 

The  flood  water  being  held  back  by  the  ascending  tide,  and  its  velocity 
checked,  it  will  occasion  an  accumulation  or  swelling  of  water,  which  falls 
again  to  the  flood  height  on  the  pressure  being  I'cmoved.  This  vai'iation 
is  by  some  writers  erroneously  attributed  to  the  tidewaters  passing  under 
the  flood,  and  raising  it  up. 

At  the  meeting  of  the  flood  and  tide  waters^  bars  would  be  formed.  But 


[  Rep.  No.  150.  I 


19 


the  bottom  and  the  sides  of  the  stream  arc  more  corroded  by  the  down  than 
the  up  cuiTent,  and  the  former  is  never  less  thun  at  extreme  h)\v  water, 
wliile  the  latter  constantly  fluctuates.  Tiic  deposites  in  the  stream  would, 
therefoi-e,  be  constantly  on  the  move  down,  and  there  would  be  no  danger 
of  the  ascending  tides  forcing  them  back.  But  it  may  be  asked,  why  do  bars 
and  shoals  form  at  various  })oints  ?  Tiiis  is  owing  to  ti»e  dc})osites  carried 
down  in  floods,  and  left  by  local  obstructions  at  the  head  of  islands,  at 
bends,  at  increased  widths  of  the  river  where  the  currents  are  diminislied, 
and  by  other  causes. 

We  have,  therefore,  the  following  facts  relating  to  the  section  of  river 
to  be  improved  : 

1st.  That  all  heavy  materials  are  deposited  in  the  upper  parts  of  the 
stream,  and  the  lighter  lower  down  ;  for  all  the  bars  above  Albany  arc 
gravel  and  othei*  heavy  soils,  while  all  below  Albany  are  sand  and  other 
lighter  deposites. 

2d.  TIjat  the  dam  between  Troy  and  Waterford  has,  in  some  degree, 
prevented  the  ra})id  deposites  which,  in  former  years,  were  making  in  the 
stream. 

3d.  That  the  curi'ent  is,  in  all  cases,  stronger  down  than  upwards,  un- 
less tlie  river  is  very  low,  and  strong  southeidy  winds  {)revail. 

4tli.  That  the  obstructions  arc  occasioned  by  local  causes,  which  are  to 
be  removed  by  ai'tificial  works,  and  by  other  means. 

liivers. — Fluids,  unless  agitated  by  Windsor  other  causes,  gravitate  in 
proprio  Loco.  It,  therefore,  follows  that  the  surfaces  of  stagnant  fluids  are 
segments  of  a  sphere,  as  they  all  gravitate  towards  the  ceiUre  of  the  earth  ; 
but  these  particles  yield  Ui  any  force  impressed,  or  they  will  remain  at  rest 
until  put  in  motion  by  some  foreign  power,  such  as  winds,  floods,  tides,  or 
the  sudden  emissioji  of  an  increased  (juantity  of  fluid  matter,  to  produce 
motion  or  velocity,  which  is  again  increased  by  the  sloj)c  over  which  it 
rolls,  or  the  height  from  whicli  it  falls.  NVhen  it,  therefore,  moves  uni- 
formly, the  resistance  is  equal  to  th  accelerating  force,  and  the  differ- 
ence between  its  bottom  and  top  velocities  arc  proportional  to  the  square 
root  of  the  superficial  velocity.  But,  without  entering  into  further  re- 
marks, 1  will  assume  facts  which  have  been  established  by  observation  and 
experience. 

1st.  The  extent  of  deposites  in  all  streams  depends  on  the  soils  through 
which  they  pass,  and  on  the  character  of  their  tributary  branches. 

ed.  As  the  force  of  the  currents  vary,  so  do  also  the  quantity  and  ex- 
tent of  deposites. 

5d.  Deposites  always  occur  wliere  there  is  the  least  velocity. 

4tii.  Streams  raise  their  beds  at  some  points,  and  lower  them  at  others. 

5th.  Shoals  form  where  the  river  has  the  greatest  width,  and  at  bends, 
and  where  it  is  the  narrowest,  it  is  the  deepest. 

6th.  Bars  are  formed  by  counter  currents,  or  by  eddies,  or  by  the  direc- 
tion of  the  current  being  suddenly  changed  from  its  course  by  foreign  ob- 
structions. 

7tij.  All  streams  are  higher  at  the  upper  than  at  the  lower  side  of  a 
bend  ;  a  cut  through  such  point  would  therefore  accelerate  the  velocity  of 
the  stream. 

8th.  The  tendency  of  all  streams  is  to  raise  tlieir  banks  a!id  islands,  by 
overflowing  them  in  the  spring  and  autumn,  and  depositing  the  soils  which 
they  hold  in  solution  on  them. 


20 


[Rep.  No.  150.  J 


9lh.  Tlic  waters  of  all  streams  contain  more  or  less  foreign  matter,  and 
their  deposites,  tlioiigli  small,  are  going  on  perpetually.  The  stream  con- 
tains the  least  quantity  when  at  its  lowest  condition,  and  the  greatest  when 
it  is  the  most  swollen. 

10th.  The  heaviest  soils  are  deposited  in  the  upper  parts  ;  the  lighter  in 
the  lower  sections  of  the  stream. 

1  Itlu  The  greatest  slopes  of  all  streams  are  near  their  sources,  and  they 
diminish  in  fall  as  they  approach  the  ocean. 

12th.  Ice  is  a  powerful  agent  in  effecting  changes  in  the  hedsof  streams. 
Its  force  and  strength  depend  on  its  thickness,  and  the  momentum  of  cur- 
rents. 

To  collect  such  useful  information  relating  to  the  navigation  of  the  stream 
as  could  with  confidence  be  relied  on,  I  addressed  several  communications 
to  different  gentlemen,  containing  queries,  and  soliciting  their  replies  ; 
and  it  is  with  great  pleasure  that  I  return  my  sincere  thanks  to  them  fop 
their  promptness  in  furnishing  me  with  the  results  of  their  observations  and 
experience.  The  first  reply  to  the  queries  is  from  William  James,  Esq., 
of  Albany,  chairman  of  the  Chamber  of  Commerce,  after  a  joint  consulta- 
tion with  the  mayor  of  the  city,  and  other  individuals.  The  next  from 
Townsentl  McCoun,  Esq.,  of 'I'roy,  one  of  the  commissioners  ajipointed  by 
the  Legislature  of  the  State  of  New  York,  in  1819,  to  ascertain  the  best 
mode  for  the  improvement  of  the  navigation  of  the  Hudson  river. 

Query  1st.  The  length,  breadth,  draught,  and  tonnage  of  vessels  employ- 
ed in  the  trade  of  the  river  ? 

•Reply  of  Mr.  James.  The  average  length  of  the  Albany  sloops  is  75 
feet,  breadth  25  feet,  drauglit  of  water  when  loaded  9  feet,  and  they  average 
125  tons  :  vessels  come  here,  and  several  belong  to  the  city,  which  exceed 
these  dimensions  in  every  particular." 

Reply  of  Mr.  McCoun.  '*  Sloops  from  50  to  55  feet  keel,  and  from  20 
to  25  feet  beam,  drawing  from  6  to  8  feet  water,  loaded  from  70  to  120 
tons.  Scows,  decked,  60  to  80  feet  long  on  deck,  18  to  25  feet  wide,  car- 
ry from  80  to  150  tons.  Tow  boats  carry  from  150  to  300  tons,  draught 
from  6  to  8  feet." 

Query  2d.  The  depth  of  water  required  by  the  interest,  and  the 
amount  of  trade  at  extreme  low  water  ? 

Reply  of  Mr.  James.  ^'  A  depth  of  8  feet  water  is  necessary  at  the  low- 
est tides  ;  a  depth  of  8  feet  water  will  be  a  great  relief  from  the  pi*esent 
difficulties,  but,  if  it  be  increased  to  10  feet,  it  would  directly  create  a  West 
India  and  whaling  trade,  and  other  foreign  enterprise,  which,  of  course, 
would  add  to  the  prosperity  of  the  city,  and  increase  the  shipping  and  re- 
venue of  the  United  States  Government." 

Reply  of  Mr.  McCoun.  Depth  at  low  water  should  be  from  eight  to 
ten  feet." 

Query  Sd.  The  width  of  the  channel  necessary  to  be  opened  at  the  se- 
veral bars  to  give  the  trade  sufficient  security  ? 

Reply  of  Mr.  James.      A  width  of  150  feet  is  necessary." 

Reply  of  Mr.  McCoun.    "  Width  of  channel  from  100  to  300  feet." 

Query  4th.  Is  the  night  navigation  of  the  river  important,  and,  if  so, 
should  beacons  be  provided  ? 

Reply  of  Mr.  James.  The  progress  of  our  vessels  depends  so  much 
on  the  tides,  as  renders  night  navigation  not  only  important,  but  indispen- 
sable ;  only  few  more  beacons  or  buoys  would  be  neceseary.'^ 


[  Rep.  No.  150.  ] 


21 


Reply  of  Mr.  McCoun.  "  Night  navigation — two  beacons  would  much  ac- 
commodate the  trade,  as  vessels  go  at  all  times  in  the  night  when  they  can.'* 

Query  5th.  I.s  there  any  difference  in  tlie  tonnage  of  vessels  in  the  spring, 
summer,  and  autumn  ? 

Reply  of  Mr.  James.  <*\essels  can  and  do  bring  and  take  away  hea- 
vier caigoes  in  spring  and  fall  than  in  the  summer,  being  assisted  by 
freshets." 

Reply  of  Mr.  McCoun.  During  spring  freshets,  large  vessels  from 
other  States  frequently  come  here,  drawing  10  and  12  feet  water,  and  in 
summer  season  vessels  come  here  witli  coal,  and  di-aw  more  water  than 
those  owned  here,  and  are  much  impeded  for  want  of  a  deep  channel." 

Query  6th.  The  average  period  of  the  continuation  of  the  navigation  ? 

Reply  of  Mr.  James.  **The  average  season  of  our  navigation  is  nine 
months,  from  middle  of  March  to  middle  of  December." 

Reply  of  Mr.  McCoun.  Average  length  of  season  for  navigation  full 
nine  months." 

To  secure  furtlier  information,  I  extended  my  queries  to  Mr.  McCoun, 
and  the  following  are  tlie  questions,  and  iiis  rej)lies  : 

Query  1st.  The  general  opinion  of  the  efliciency  of  the  present  works 
erected  for  the  improvement  of  the  navigation  of  the  Hudson  river  ? 

Reply  of  Mr.  McCoun.  "The  general  opinion  in  regard  to  the  modes 
of  improvement  of  the  navigation  heretofore  practised,  is  considered  inade- 
quate to  effect  a  desirable  permanent  navigation." 

Query  2d.  Do  bars  and  shoals  most  increase  in  the  spring  or  fall  floods, 
and  the  local  change  in  position  or  size  of  any  bar  or  shoal  within  your 
knowledge  ? 

Reply  of  Mr.  McCoun.  ^*  Sand  shoals  are  generally  caused  in  the  spring, 
and  mostly  by  tlie  ice  breaking  up  early  while  strong,  and  lodging  together 
in  large  masses,  and  forming  great  obstructions  to  the  currents,  and  pro- 
ducing eddies,  and  more  or  less  shoals." 

Query  3d.  Has  the  quantity  of  water  running  in  the  river  at  Troy  di- 
minished within  twenty  or  thirty  years  ? 

Reply  of  Mr.  McCoun.  The  quantity  of  water  runtiing  may  have  di- 
minished within  twenty  or  thirty  years,  but  the  depth  of  the  channel  has 
been  increased  two  feet  within  that  period  by  the  various  modes  adopted  for 
that  pui  pose." 

Query  4th.  The  effects  produced  by  ice  freshets,  or  by  floods,  on  the 
channels  opened  through  the  different  bars  and  shoals  by  the  dredge  ? 

Reply  of  Mr.  McCoun.  "  The  effects  of  freshets  in  the  channels  above, 
and  1  believe  below  Troy,  where  not  obstructed  by  ice,  and  the  channel  is 
straight  generally,  has  not  been  injured  ;  but  where  the  channel  is  crooked 
ill  the  vicinity  of  islands,  causing  eddies,  sand  shoals  arc  frequently 
created." 

In  a  letter  I  received  from  Captain  John  Bogart,  and  Allen  Brown,  Esq. 
of  Albany,  who  formerly  acted  as  commissioners  for  the  improvement  of 
the  navigation  of  the  Hudson  river,  they  remark  :  '*  Our  views  of  the  im- 
provement are,  that  by  diverting  the  water  into  one  uninterrupted  course, 
'either  by  connecting  the  different  islands  witli  the  main  land,  or  by  running 
piers  from  different  points  in  the  river  as  low  down  as  New  Baltimore,  if 
no  further,  (the  water  being  so  much  better  below  Winmes  bar  than  above,) 
we  think  that  the  pier  built  above  would  have  the  desired  effect  in  remov- 
ijig  the  obstructions  now  so  troublesome." 

This  opinion  of  Messrs.  Bogart  and  Brown  is  the  same  generally  ex- 


22 


[  Rep.  No.  150.  ] 


pressed  by  those  persons  interested  in  the  improvement  of  the  navigation 
at  Troy  aiul  Albany. 

In  tlic  interesting  report  of  Edmund  Charles  Genet,  in  1 820,  to  the  Legis-^ 
latiire  of  the  State  of  New  York,  in  proposition  No.  4  of  that  document,  he 
says,  *Mhat,  through  the  city  of  Albany,  the  water  is  shallow  where  the  docks 
form  a  curve,  and  deeper  where  tiiey  present  a  straight  line  to  the  current, 
as  is  the  case  below  tlie  public  watering  place,  and  at  many  other  straight 
docks,  solid  high  banks,  or  rocks  above  and  below  Albany."  It  will,  how- 
ever, be  seen,  on  reference  to  drawing  No,  S,  that  a  very  extensive  pier  has 
been  constructed  since  his  repoi*t,  parallel  with  tiie  river,  and  opposite  to 
Albany,  which  has  had  the  effect  of  deepening  that  portion  of  the  stream. 
Mr.  Genet,  in  his  1  Ith  ju'oposition,  says,  that  where  perpendicular  rocks, 
straight  banks,  or  a  continuity  of  straight  and  perpendicular  docks,  parallel 
to  the  cui  i  ent,  compel  the  water  in  contact  with  them  to  pursue  a  straight 
course,  the  bed  of  the  river  is  also  deeper,  and  the  velocity  j)rotracted  lon- 
gitudinally, extends  further  than  it  does  under  the  operation  of  dams  running 
crosswise,  as  has  been  observed  at  a  chain  of  perpendicular  rocks,  and  at 
a  straight  bank  on  the  opposite  shore  below  Coeyman's  ovei'slaugh,  and  also 
at  other  places.  The  same  fact  has  also  been  noticed  in  Italy  by  the  cele- 
brated Father  Frisi,  an  hydraulic  engineer  of  the  first  ability,  wiio  confess- 
ed of  all  the  public  moneys  wasted  in  the  fruitless  construction  of  transver- 
sal dams,  dykes,  and  jettees,  to  improve  the  streams,  having  a  tendency  to 
fill  up  their  beds,  would  have  been  more  wisely  appropriated  for  the  build- 
ing of  longitudinal  docks  running  parallel  with  the  stream." 

In  a  subsequent  part  of  his  report,  he  says  :  If  the  navigation  of  theriver 
was  to  be  improved  by  dams,  I  am  of  o})iniou  that,  to  avoid  any  public  tres- 
passes of  such  a  repulsive  nature,  and  effectually  to  imj)rove  the  navigation, 
Avithout  depending  on  system  and  casualties,  the  plan  executed  in  Scotland, 
on  the  river  Greenock,  below  Glasgow,  by  Mr.  Gouldbourne,  a  civil  engi- 
neer of  great  repute,  would  be  tlie  most  eligible,  inasmuch  as  it  has  a  ten- 
dency to  straigliten  the  channel  of  a  river  by  the  alternative  concentration 
of  low  dams,  and  to  deej)en  the  bed  by  local  excavations  performed  by  mud 
turtle,  injurious  to  no  one,  but,  on  the  contrary,  reclaiming  on  each  side  of 
the  river  lands  covered  up  by  water,  inasmuch  as  the  stuff  withdrawn  from 
the  bottom  is  lodged  behind  projecting  piers  by  men  constantly  in  that 
business." 

Mr.  Genet,  in  the  postscript  to  his  report,  observes  :  **  To  guard  against 
these  evils,  tlie  lessons  of  experience,  and  the  principles  of  the  most  es- 
teemed European  engineers,  have  been  consulted,  and  they  have  fortified 
the  observations  made  in  this  report,  and  have  clearly  established,  as  amat- 
ter  of  fact  in  hydraulics,  that  the  water  running  along  high  perpendicular 
straight  masses,  natural  oi*  artificial,  corrodes  the  bottom,  and  effectually 
removes  the  dcposites  seated  at  their  base." 

Among  the  various  plans  which  have  been  suggested  to  improve  the  na- 
vigation of  the  river,  that  of  building  a  dam  and  sloop  lock  at  some  point 
on  the  stream  below  Albany  may  be  considered  as  the  most  ridiculous, 
and  it  may  confidently  be  pronounced  impracticable.  But  if  it  could  be 
constructed,  its  durability  would  he  doubtful,  and  it  would  injure  private 
and  public  property  to  a  vast  amount,  and  be  a  serious  impediment  in  the 
trade.  It  is  true  that  a  lock  and  dam  is  built  across  the  stream  between 
Troy  and  Waterford,  but  that  work  is  no  criterion  to  judge  of  the  pro- 
priety of  the  one  ])roposed,  as  the  trade  of  Waterford  and  Lansingburg  is 


[  Rep.  No.  150.  ] 


23 


very  small  in  comparison  to  that  of  Albany  and  Troy.  The  character  of 
the  stream  is  also  dissimilar  in  every  respect. 

To  siiow  tiie  c()mj)arative  amount  of  trade  above  and  below  the  dam,  I 
procured  from  the  collector  of  the  sloop  lock  a  list  of  the  number  of  ves- 
sels employed  in  the  trade  above  Troy.  From  his  statement,  there  were 
seven  vessels  owned  at  Lansingburg,  five  at  Waterford,  one  at  Ti  oy,  and 
one  in  tlie  city  of  P«Jew  York.  In  a  table  politely  furnished  by  Mr.  James, 
of  Albany,  tiie  number  of  vessels  concerned  in  the  trade  at  that  place,  (Al- 
bany.) in  182S.  amounted  to  550,  of  which  there  v»ere  538  owned  in  the 
State  of  .Ne  w  York,  86  in  Massachusetts,  53  in  Connecticut,  29  in  Rhode 
Island,  23  in  New  Jersey,  13  in  Pennsylvania,  and  8  in  Maine.  The  total 
amount  of  capacity  or  tonnage  was  37,443.  The  trade  since  tlien  has 
very  much  increased.  To  straighten  the  course  of  the  current,  and  to 
contract  the  width  of  the  stream,  wing  dams  or  jettees  at  l  iglit  angles  with 
the  shore  have  been  proposed.  The  only  example  we  have  in  this  country 
of  a  river  improved  extensively  on  that  plan,  is  the  Connecticut  between 
Hartford  and  Middletown.  On  the  Hudson  river  it  is  true,  wing  dams 
or  jettees  have  been  constructed  at  four  points,  but  in  neither  case  have 
fully  effected  the  objects  for  which  they  were  built.  The  tiieory  of  wing 
dams,  or  works  at  right  angles  with  the  shore,  is  simply  to  contract  the 
channel,  increase  the  force  of  the  currents,  and  to  throw  them  into  one 
continued  course,  so  as  to  corrode  the  bottom  of  the  stream,  and  to  increase 
its  depth. 

In  1820,  Mr.  Butler  recommended  the  plan  I  have  alluded  to,  as  being 
suitable  for  the  impro\ement  of  the  Hudson,  and  having  answered  well  on 
the  Connecticut.  If  we  examine,  howevei-,  the  character  of  these  streams, 
we  will  find  tiiat  they  differ  in  many  respects.  The  width  of  the  former 
is  much  more  considerable  than  the  latter.  Its  course  is  very  direct,  and 
its  sui-face  is  broken  by  islands,  while  the  Connecticut  is  very  serpentine, 
Tlie  bottom  of  the  latter  stream  is  also  a  rolling  sand,  easily  set  in  motion 
by  currents,  while  that  of  the  Hudson  is  a  much  more  heavy  and  compact 
material,  and  the  force  of  the  ascending  tides  is  much  less  in  the  Connecti- 
cut than  it  is  in  the  Hudson.  These  local  differences  are  of  such  a  nature 
as  to  render  it  a  matter  of  doubt  if  the  application  of  the  same  i-ules  and 
practical  knowledge  which  we  would  find  useful  in  one  case,  could  be  suc- 
cessfully applied  in  the  other. 

If  the  river  should,  however,  be  improved  on  that  plan,  it  would  require 
between  Troy  and  New  Baltimore  44  or  48  wing  dams  or  jettees,  and 
many  of  them  would  not  be  more  than  one-fourth  of  a  mile  apart ;  and  we 
can  readily  conceive  what  a  mass  of  obstruction  they  would  present  to  the 
current,  and  how  mucli  moi  e  dangerous  they  would  render  the  navigation 
of  the  stream  at  all  the  navigable  periods  of  the  year. 

The  wing  dams  or  jettees  at  low  water  would  check  the  descending 
mass,  and  form  comparatively  a  still  pool  between  each  other,  except  at  the 
end  of  the  work  and  the  shore,  or,  properly  speaking,  the  opening  or  pas- 
sage way.  The  operation  is  evident,  the  current  being  accelerated  at  the 
openings,  as  the  channel  is  most  contracted  at  that 'point,  and  its  force 
diminishing  gradually  above  and  below  it  in  the  reaches  between  the  dams, 
and  also  assisted  by  the  lateral  rush  of  water  from  the  upj)er  pond  to  pass 
through  the  o])ening.  It  is  therefore  evident  that  the  soil  would  be  swept 
out  at  that  point,  and  deposited  in  the  pond,  before  it  reaches  the  dam  im- 
mediately below.    But  the  river  now  commences  to  rise,  and  flows  over  the 


24 


[  Rep.  No.  150.  ] 


jettee,  as  tlic  opening  is  insufficient  to  discharge  it.  Its  speed  being  check- 
ed by  the  work,  it  sweeps  over  the  dam  with  an  increased  velocity,  and 
forces  up  the  soil  immediately  below  its  base,  which  is  carried  down  and 
deposited  at  some  other  point.  On  this  plan,  we  therefore  have  48  bars 
or  slioals  in  motion,  at  times  to  the  manifest  injury  of  the  navigation.  It 
is  true  that,  at  low  water,  the  jettccs  could  be  so  harmonized  as  to  create 
a  certain  j*epellent  angle,  or  deflection  of  the  current,  nearly  in  a  con- 
tinuous straight  line ;  but,  as  the  river  rose  and  overflowed  them,  these 
works  would  liecome  more  or  less  useless,  and  the  river  would  wend  its 
own  way  over  them.  But  they  would,  however,  create  unequal  currents, 
and  endanger  the  navigation  by  tlie  sudden  formaticm  of  new  bars  and 
shoals.  Nor  is  the  improvement  calculated  to  assist  nature,  by  investing 
it  with  an  increase  of  power  in  proportion  to  tlie  speed  of  its  currents  ;  and 
what  it  does  confer,  is  so  diff'used,  as  to  produce  but  little  useful  effect. 

It  would  add  too  much  to  the  lengtli  of  this  report,  to  examine  all  the 
plans  which  have  been  proposed.  I  will  therefore  mention  the  one  which 
I  feel  confidently  assured  will  accomplish  the  improvement  of  the  stream. 
It  is,  however,  necessary  to  premise — 

1st.  That  w  liere  channels  are  opened  in  a  straight  line  with  the  direc- 
tion of  the  currents,  tfiey  uill  continue  open  unless  injured  by  ice  floods. 

2d.  That  where  piers  are  built  parallel  with  the  course  of  the  stream, 
and  of  a  height  sufficient  to  contract  its  width,  and  to  straighten  its  cur- 
rents, the  water  corrodes  the  bottom,  and  increases  the  depth  of  the  chan- 
nel. 

3d.  By  diminishing  the  width  of  the  stream,  and  forcing  it  through  a 
less  space,  we  must  l  aise  the  w  ater,  and  increase  the  speed  of  the  current, 
unless,  by  local  excavation,  we  proportion  tlie  area  of  the  new  channel 
equal  to  the  quantity  of  water  flowing  in  tlie  old. 

4th.  That  channels  nearest  the  centre  of  the  stream  are  not  so  liable  to 
fill  as  those  opened  nearer  the  shore,  as  the  currents  are  stronger  in  the 
centre  than  at  any  other  part. 

5th.  That  the  velocity  of  water  passing  through  perpendicular  piers  or 
straight  docks  is  equal  in  every  part  on  its  surface,  and  at  equal  depths. 

The  plan  I  therefore  recommend,  is,  to  excavate  straight  channels  in 
the  direction  of  the  current  through  the  different  shoals  and  bars,  of  suffi- 
cient width  and  depth  to  accommodate  the  trade.  To  construct  pai  allel 
or  single  piers  afterwards,  wherever  necessary,  to  prevent  the  spread  of 
water  in  the  low  state  of  the  river,  and  to  confine  it  to  one  channel ;  and  to 
prevent  too  great  velocity  of  current  during  floods,  to  let  the  water  pass 
over  the  works.  To  secure  the  channel  from  being  injured  by  the  wash 
from  the  shores  and  islands,  to  protect  their  sides,  wherever  necessary,  by 
wharfing,  or  by  loose  masses  of  stone.  To  place  the  soil  excavated  from 
the  cha!inels  in  the  piers,  or  other  secure  places,  to  prevent  it  being  again 
carried  down  by  the  stream.  To  have  a  dredge  always  at  command,  to 
remove  any  local  obstructions  after  the  w^orks  are  completed,  and  to  se- 
cure them  against  ice  floods  ;  to  construct  ice  holders  or  breakers,  and  to 
provide  beacons  and  monuments  to  assist  in  the  night  and  day  navigation 
of  the  river. 

The  reason  why  I  propose  local  excavation  before  the  construction  of 
the  piers,  or  at  the  same  time,  is  to  prevent  the  danger  of  the  soil,  if  the 
piers  were  first  constructed,  being  carried  down  and  deposited  in  some 
new  place.    The  ice  being  kept  back  by  the  proposed  works,  it  would  im- 


[  Rep.  No.  150.  ] 


25 


pinge  with  less  force,  and  in  less  masses  and  quantities  than  it  would 
otherwise  ;  and  the  soil  being  disposed  of  as  I  have  suggested,  there 
would  be  no  danger  of  it  again  troubling  the  bed  of  the  stream. 

Dredging — The  clianges  which  occur  in  the  beds  of  all  streams  are  of 
such  a  nature  as  would  require  more  or  less  labor  to  remedy  the  injuries 
the  channels  might  sustain.  It  would,  therefore,  be  necessary  that  we 
should  always  have  at  command  a  power  which  we  could  apply  to  that 
purpose.  That  power  is  the  dredge,  and  we  can  rely  with  confidence  on 
its  ability  to  perform  such  labor  as  we  may  require. 

By  the  application  of  steam,  the  power  and  practical  utility  of  the 
dredge  has  been  much  increased.  It  has  also  lessened  the  expense  of  ex- 
cavations in  a  ratio  corresponding  with  the  improvements  of  its  machinery 
and  its  strength  :  and,  at  this  time,  it  may  truly  be  considered^as  so  im- 
portant an  agent,  as  to  have  rendered  many  river  improvements  attaina- 
ble, which  before  were  considered  impracticable. 

To  obtain  full  information  on  the  subject  of  the  Albany  steam  dredge,  I 
addressed  a  letter  to  General  Gansevoort,  of  Albany,  who  had  the  kind- 
ness to  procure  for  me  the  following  information  : 

The  expense  of  the  dredge,  and  its  appendages,  was  about  Sl4, 000.  The 
annual  expense  of  repairs  about  S250.  The  daily  expense  of  fuel  and 
labor  about  S20,  and  the  durability  of  the  machine,  if  used  every  season, 
about  7  years  ;  and  it  can  perform  work  between  seven  and  eight  months 
in  the  year. 

The  i)ower  of  the  machine  is  about  15  horses,  working  under  high  pres- 
sure, with  boilers  on  each  side.  The  buckets  are  2  feet  wide,  and  1  foot 
deep,  and  oval  form.  A  moderate  and  even  power  applied  effects  the  best 
operation.  Her  present  clearing  is  in  10  feet  water,  but  can  be  made  to 
operate  in  14  feet  water,  if  necessary. 

The  machine  can  remove  from  50  to  60  cubic  yards  an  hour  in  good  dig- 
ging. From  hard  bottoms  and  deep  water,  from  30  to  40  cubic  yards  in 
an  hour,  and  has  removed  from  the  Overslaugh  bar  600  cubic  yards  in  a  day. 

The  expense  of  the  dredge,  therefore,  for  seven  months,  or  say  182  days, 
at  §20  daily,^would  amount  to  3,640  dollars  ;  and  to  which  add  250  dol- 
lars for  the  repairs  of  the  machinery,  making  3,890  dollars.  If  we  sup- 
pose that  the  dredge  could  only  work  two-thirds  of  the  time,  the  other 
one-third  being  interrupted  by  high  water,  and  breaking  of  the  machinery, 
and  that  the  averaged  excavation  was  40  cubic  yards  per  hour,  and  the 
time  in  which  it  operates  ten  hours,  it  gives  400  cubic  yards  as  the  daily 
labor  of  the  machine,  or  48,000  cubic  yards  is  its  total  amount  of  work 
yearly.  We  have  seen  that  the  daily  performance  of  the  dredge,  and  the 
repairs  of  the  machine,  amount  to  3,890  dollars.  If  to  this  we  add  the 
annual  decay,  and  the  loss  of  interest  on  the  capital,  it  would  give,  in 
seven  years'  average,  2^400  dollars.  But  even  after  the  machine  was  use- 
less, some  parts  of  it  would  be  saleable.  If  we  assume  this  as  one-eighth  of 
its  original  cost,  it  leaves  2,100  dollars,  or  5,990  dollars  as  the  total  an- 
nual expense  of  the  dredge,  and  the  loss  of  interest,  decay,  and  repairs  of 
the  machine,  or  nearly  12^  cents  per  cubic  yard  for  the  cost  of  excavation, 
on  the  amount  of  work  which  the  machine  is  capable  of  performing  to  meet 
that  sum. 

Withttut  entering  into  a  minute  calculation,  we  will  assume,  as  the  soil 
is  now  placed  in  scows  to  be  taken  away,  that  each  craft  will  contain  20 
cubic  yards  ;  or  it  will  require  20  scow  loads  to  carry  away  the  soil  which 
4 


26 


[  Rep.  No.  150.  ] 


the  dredge  would  excavate,  or  2  in  each  hour  ;  consequently,  one  gang  of 
men,  comprising  four  persons,  w  ould  be  sufficient  to  attend  to  this  part  of 
the  duty,  at  one  dollar  each  ;  it  gives  the  expense  of  transportation  of 
earth  to  the  place  of  its  deposite  at  one  cent  per  cubic  yard,  or  making 
13^  cents  per  cubic  yard  for  all  expenses  of  diggingand  removing  the  soil. 

This  calculation  may  appear  high,  and  is  ))robably  so.  It  is  therefore 
safe.  But  it  will  be  seen  that  I  have  supposed  the  work  to  be  done  by 
contract,  ajid  that  the  machines  are  owned  by  individuals.  Butif  donedi- 
rectly  by  the  Government,  the  work  might  be  done  lower  than  I  have  cal- 
culated it. 

Basis  of  estimate.  The  averaged  price  of  timber,  at  10  cents  per  cubic 
foot;  ties  6  inches  diameter  at  small,  and  from  9  to  10  inches  at  large  ; 
i  quantity  36  feet  long  and  f  feet  long,  which  makes  a  merchantable  quan- 
tity, at  90  cents  per  stick. 

Brush  under  piers,  with  necessary  labor  to  place  them,  at  75  cents  per 
lineal  foot. 

Trunnels,  at      cents  each. 

Iron  worked  into  bolts,  spikes,  &c.  at  160  dollars  per  ton. 
riles,  and  driving  them,  2  dollars  each. 

Workmanship  measured  on  one  side  of  pier,  8  cents  per  superficial  foot. 

Flan  of  IHer. — The  bottom  of  the  stream,  at  the  place  the  pier  is  to  be 
built,  to  be  covered  with  fascines  composed  of  brusii  2  feet  thick,  and  ex- 
tending six  feet  itito  the  stream  from  the  outer  face  of  the  docking,  and 
four  feet  within.  The  head  of  the  pier,  where  it  does  not  abut  against 
islands  or  the  shore,  to  be  strengthened  by  three  rows  of  piles  driven  so 
as  to  touch  each  other,  and  extending  the  full  width  of  the  work,  and  se- 
cured to  each  other  by  bolts  passing  through  cap-pieces,  and  others  late- 
rally passing  tlirough  the  sides  of  tiie  piles,  and  secured  to  the  down  stream 
side  of  the  lower  row  of  piles,  by  having  their  ends  slit  and  hammered. 

The  width  of  the  pier  on  bottom  to  be  12  feet,  and  on  top  10  feet. 
Ties  to  run  across  at  every  10  feet,  and  each  alternate  row  of  ties  to  be 
so  arranged  as  to  be  half  way  over  the  range  of  ties  immediately  below 
them.  Piles  to  be  driven  on  the  inside  of  the  pier  and  on  the  channel  side 
every  10  feet,  and  on  the  opposite  every  15  feet,  and  secured  by  bolts  to 
every  alternate  layer  of  timbers.  The  pier  to  be  raised  two  feet  above 
common  high  water,  and  to  slope  on  each  side  1  foot  in  its  height.  The 
side  timbers  of  each  row  will  have  to  be  cut  levelling  to  meet  it.  The  top 
of  the  pier  to  be  covered  with  three  inch  plank,  with  smooth  edges,  and 
spiked  and  secured  with  bolts  occasionally.  The  pier  to  be  one-half  filled 
with  stone,  and  the  balance  with  the  soil  taken  from  the  river. 

To  build  a  pier  on  this  plan  may  present  some  difficulty  in  placing  and 
securing  the  timbers  properly  in  deep  water,  but  the  depth  is  generally  in- 
considerable in  Vvdiich  the  piers  would  be  erected,  and  the  common  means, 
Avhich  are  adopted  in  erecting  hydraulic  works,  could  be  resorted  to.  1 
have  included  piles  in  the  estimate,  as  it  is  supposed  it  would  render  the 
Avork  more  secure,  and  prevent  the  piei*  sinking.  The  brush  is  proposed  to 
be  placed  under  the  pier,  to  prevent  it  undermining  by  thecurrrents  rush- 
ing by  it.  Other  plans  may  occur,  but  this  is  supposed  to  be  more  perma- 
nent and  secure  than  any  other. 


[  Rep.  No.  150.  J 


27 


Estimate,  head  of  pier, 

56  piles,  at  2  dollars  each            ...  -  g72  00 

Timbers  and  carpenters'  work       -          -          -  -  2  00 

Iron  and  workmanship  in  fixing  bo4ts        -          -  -  4  88 


Total  cost  -  -  -  -  -  SrS  88 


Estimated  expense  of  a  pier  thirttj  feet  iongy  ixvelve  feet  high, 

5  piles,  at  S2  each  ------  §10  00 

720  cubic  feet  of  timber,  (sides,)  at  10  cents  each     -          -  72  00 

10  tics,  at  90  cents  each      -          -          -          -          -  9  00 

Trenails  and  iron  bolts        -          -          -          -          -  7  20 

S-inch  plank          -          -          -          -          -          -  7  50 

Spikes  and  bolts      -          -          -          -          -          -  4  00 

Fascines  under  pier            -          -          -          -          -  22  50 

60  cubic  yards  of  stone,  at  60  cents            -          -          -  36  00 

60       do            river  soil,  at  4  cents        -          -          -  2  40 

Workmansliip,  360  square  feet,  at  8  cents  -          -          -  28  80 

Contingencies,  10  per  cent,  on  amount        -          -          -  19  90 


Total  cost  -  -  -  -  -       S219  30 


or  an  average  of  7  dollars  31  cents  per  running  foot. 

The  ice  breakers  are  estimated  at  50  feet  long,  20  foet  wide  at  their 
lower  end,  and  presenting  to  the  stream  at  tbe  upper  a  triangular  front, 
being  20  feet  at  base,  10  feet  long,  and  10  feet  wide  at  the  upper  end.  The 
Avhole  surface  of  the  pier  to  recede  or  batter  1^  inches  to  each  foot  in 
heiglit.  The  side  timbers  to  be  connected  with  ties  trenailed  and  bolted. 
JL'he  bottom  of  the  stream  in  which  the  work  is  to  be  built  to  be  selected 
nearly  as  level  as  possible,  and  fascines,  composed  of  brush,  to  be  used  in 
the  same  manner  as  under  the  piers.  The  inside  of  tlie  work  to  be  filled 
-with  stone  placed  compactly  in  it.  If  the  deptli  of  water  siiould  be  con- 
siderable the  timbers  w'ould  have  to  be  joined  together,  and  the  frame 
sunk  by  placing  stone  on  it,  as  would  likewise  the  brush. 

Estimated  expense  of  an  ice  holder  on  the  above  dimensionSf  and  ixventy 

feet  high. 


1,680  cubic  feet  timber,  at  8  cents          -          -  -  Si  34  40 

30  ties,  cut  into  pieces  from  10  to  20  feet  long,  at  ^1  -  30  00 

Bolts  and  trenails           -          -          -          -  -  100  00 

Fascines             ------  40  00 

Workmanship     -          -          -          -          -  -  120  00 

296  cubic  yards  of  stone,  at  Si     -          -          -  -  296  00 

Contingencies,  20  per  cent.         -          -          -  -  144  00 


Total    ------  S864  40 


The  permanent  monuments  and  lights  arc  estimated  as  being  square 
pillars,  placed  on  the  shores  or  islands.  They  would  be  constructed  of 
stone  or  brick,  coated  with  plaster,  and  covered  with  whitewash.  They 


28  [  Rep.  No.  150.  ] 

■would  be  furnished  with  a  lantern  ;  and  wooden  steps  or  a  ladder  would 

be  provided  to  ascend  and  to  attend  to  them. 

The  stone  work  is  estimated  at       -  -  -  -  S75 

The  lantern,  &c.     -  50 

Total  -  -  -  -  -  -  1^125 


Floating  lights  miglit  be  necessary  at  some  points ;  they  would  be 
placed  on  floats  constructed  for  that  purpose.  They  might,  however,  be 
objecfionable,  as  they  would  be  seen  but  a  short  distance,  and  the  pilots 
might  not  discern  them  very  readily. 

To  protect  tlie  sides  of  the  islands,  it  is  proposed  to  dock  or  wharf 
them ;  the  estimate  which  is  fixed  on  for  that  purpose,  is  82  per  running 
foot. 

The  widtli  of  the  channel  to  be  opened  between  Waterford  and  Troy  is 
90  feet,  between  Troy  and  Albany  150,  between  Albany  and  New  Balti- 
more 200  feet. 

The  actual  quantity  of  excavation  is  increased  one-fourth,  allowed  on 
account  of  the  settling  of  the  soil  in  the  channel  cut,  and  the  dredge  operat- 
ing sometimes  out  of  the  channel  to  be  opened,  and  for  other  contingencies 
which  may  not  have  been  considered  in  the  dimensions  given. 

The  depth  at  extreme  low  water  will  not  be  less  than  9  feet  in  any  of 
the  channel  proposed  to  be  opened. 

Estimate, 

44,095  cubic  yds.,  &c.,  between  Waterford  and  Troy,  at  ISi  cts.  B5,952  82 
Pier  from  island  to  west  shore,  750  feet,  at  §7  31  per  foot  -  5,482  50 
3  monuments  and  ligiits,  at  S125  each  -  -  -      375  00 

Protecting  side  of  island,  3,940  feet,  at  $2  per  foot     -  -    7,880  00 

Contingencies  -  1,969  00 


Total  cost  of  improvement  between  Troy  and  Waterford         S2 1,659  32 

178,105  cubic  yards  between  Troy  and  Albany,  at  13^  cents  g24,044  17 
3,800  feet  j)icr  between  Troy  and  Albany,  at  731  cents  -  27,778  00 

Protecting  side  of  islands  and  shores,  8,700  feet,  at  S2  -  17,400  00 

3  monuments  and  lights,  at  S125  each  -  -  -       375  00 

4  ice  holders,  at  ^864  40  each  -  -  -  -  3,357  60 
Contingencies           ------    7,295  40 

Total  amount  improving  river  between  Troy  and  Albany,       §80,250  17 

231,759  cubic  yards,  sheetsNo.  4  and  5,  at  \Si  cents  -  S3I,297  46 

5,280  feet  pier,  at  731  cents  per  foot         -          -  -  38,596  80 

Protecting  sides  of  islands,  6,648  feet,  at  g2          -  -  13,296  00 

4  ice  holders,  at  S864  40  each        .          -          -  -  3,557  60 

3  monuments  and  lights     -----  375  00 

Cutting  off  end  of  Winnie's  pier     -          -          -  -  100  00 

Contingencies        -  8,702  20 


Total  cost  of  improvements  on  sheets  No.  4  and  5  - 


895,725  06 


[  Rep.  No.  150.  ] 


29 


23,330  cubic  yards  excavation,  at  13§  cents  -  -  S3, 149  55 

Protecting  sides  of  islands,  6,300  feet,  at  ^2  -  -  12,600 

Monuments  and  lights,  at  §125  each         -  -  -  _  950 

Straightening  channel       -          -          -  -  -  5,000 

Contingencies        -          -          -          -  -  .  2,169 


Total  -   S23,868  55 


Recapitulation, 

Estimated  expense  between  Waterford  and  Troy    -  -  g2 1,659  32 

Ditto                 Troy  and  Albany        -  -  80,250  17 

Ditto                Albany  and  end  of  survey  -  119,594  61 


Total  estimated  expense  of  improving  river  -  &22 1,504  10 


The  above  estimate  is  very  liberal,  and  I  have  no  doubt  that  the  work 
will  be  done  within  it. 

1  cannot  refrain  from  giving  the  following  extract  from  the  able  and 
interesting  report  of  Edmund  Chas.  Genet,  on  the  subject  of  a  s!iip  canal 
from  Albany.  It  is  proper  to  remark  that,  howevei-  much  I  esteem  the 
opinions  of  tijat  gentleman,  in  the  necessity  of  this  improvement  I  do  not 
agree  with  him  ;  and  that  I  am  satisfied  tiiat  the  improvement  of  the  navi- 
gation of  the  stream  will  better  serve  the  interest  of  commerce,  and  be 
more  beneficial  to  the  cities  of  Albany  and  Troy,  and  be  more  permanent 
in  its  nature  than  the  proposed  ship  canal. 

**The  idea  of  a  ship  catml  has,  I  know,  been  received  with  diffidence 
and  reserve  by  several  commissioners,  who  did  not,  at  the  first  glance, 
see  into  the  practicability  and  utility  of  a  measure  of  tliat  magnitude.  It 
Avas  apprehended  that  the  ridges  of  rocks,  overhanging  in  many  places 
the  shore  traversing  the  river,  would  ojjpose  insurmountable  barriers  to 
the  deep  digging  requisite  to  procure  a  convenient  navigation  of  ships 
without  the  assistance  of  locks.  It  was  also  imagined  that  the  fall  of  the 
ground  would  render  intermediate  locks  indispensable.  The  filtration  of 
the  water  of  the  river  through  the  soil  was  considered  as  another  impedi- 
ment, and  the  soil,  supposed  to  consist  of  quicksand,  did  not  seem  j)roper 
to  form  ti»e  embankment  of  a  canal  without  the  support  of  expensive 
facings  in  stone  or  timber." 

•*1  have  myself  voluntarily  imposed  these  preconceptions  of  my  mind, 
and  approached  my  plan  with  the  severity  of  a  judge ;  but  the  surveys, 
borings,  and  geological  observations  have  incontestably  proved  that  a 
uniform  depth  of  21  feet  may  be  excavated  on  the  line  of  the  projected 
canal,  without  a  single  obstacle.  That  the  soil,  being  compact,  will 
require  no  facing  to  support  the  embankment ;  that  no  filtration  from  the 
river  seems  to  penetrate  the  alluvial  bed.  That  the  averi;2,e  fall  of  the 
ground  does  not  exceed  one  foot  and  a  half.  That  the  high  tides,  between 
Albany  and  Schodac,  are  on  a  level  at  high  water,  and,  consequently,  locks 
will  not  be  wanted  if  the  canal  was  dug  to  a  sulficient  depth  to  check  a 
small  current  more  useful  than  it  is  detrimental  in  canals  of  that  kind,  if 
the  opinion  of  the  English  engineer,  William  Chapman,  may  be  credited 
on  that  point." 

«  The  entrance  would  be  located  at  the  lower  part  of  the  dock  at  Green- 


30 


[  Rep.  No.  150.  ] 


bush,  at  a  place  where  the  water  is,  at  the  low  water  mark  of  last  summer, 
from  13|  to  ISh  feet  as  far  as  the  lower  docks  of  Albany.  Its  peculiar 
construction  would  be  a  pier  built,  in  stone,  as  high  as  the  embankment  of 
the  canal,  and  parallel  to  the  river  ;  and  the  gates  supported  by  that 
fabric  would  have  tlie  same  elevation  as  the  canal  embankments. 

The  outlet  would  be  located  at  a  place  called  Vyode  Hook,  below 
Coey man's  overslaugh,  and  between  Coeyman's  and  New  Baltimore, 
where,  at  the  lowest  water,  there  is  a  depth  of  ISi^o  feet.  That  pier 
would  also  be  supplied  with  a  gate  ;  and,  as  the  service  of  these  two  gates 
would  only  be  to  exclude  drift  and  ice  during  freshets,  tliey  would  be  shut 
at  no  other  time  than  at  these  periods.  The  canal  would  be  ISi^o  feet 
deej)  at  high  water,  the  bottom  35  feet  wide,  and  the  surface  of  water 
109  ftict ;  the  whole  being  calculated  for  the  passage  of  2  ships  of  600 
tons,  or  2  sloops  loaded  with  boards." 

The  eastern  embankment  would  have  tlie  same  elevation  as  the  western 
embankment,  but  only  half  the  breadth  ;  and  as  those  two  embankments 
w  ould  not  consume  tlie  whole  of  the  excavation,  the  surplus  extracted  from 
the  surface  would  be  disposed  of  on  tlie  adjoining  low  lands.  Grated 
sewers  would  convey  into  the  canal  the  water  descending  from  the  hills, 
after  having  been  settled  into  appropriate  reservoirs  ;  and  wiiere  it  should 
be  requisite  for  the  trading  places  on  the  line  of  the  canal  accommodation, 
gates  and  drawbridges  might  be  provided, 

"Tlie  course  of  the  canal  would  be  from  Greenbush,  through  the  flats 
and  a  creek,  to  the  front  part  of  the  village  of  Castleton  ;  thence,  through 
meadows  and  'slands,  to  the  Schodac  creek  as  far  as  Schermeriiorne's 
store  ;  from  thence,  in  an  oblique  direction,  it  would  reach,  tiirough  an 
island  and  a  creek,  the  outlet  at  the  Vyode  Hook.  Such  a  canal  would, 
in  reality,  be  but  an  artificial  branch  of  the  river,  protected  against  tlie 
alluvial  deposites  and  floating  ice  in  the  whole  of  its  extent,  and  partici- 
pating in  all  the  known  advantages  of  canals  for  celerity,  safety  of  navi- 
gation, straightness  of  course,  and  the  facility  for  vessels  using  sails  to  be 
towed  against  contrary  winds.  It  would  also  be  navigable  later  and 
eai'lier  than  the  river:  the  ice,  on  account  of  the  heat  of  the  springs  coming 
from  the  land,  being  known  to  dissolve  earlier  in  the  creeks  wliicli  i-eceive 
it  than  in  the  main  river;  and  the  navigation  being  more  impeded  in  the 
fall  by  the  floating  ice  coming  from  the  north,  and  that  by  the  general 
congelation  of  the  stream.  It  is  also  well  known  that,  at  the  place  the 
outlet  of  the  canal  will  intersect  the  river,  it  keeps  open  every  year  about 
a  fortnight  earlier  in  the  spring,  and  a  fortnight  later  in  the  fall,  than  at 
Albany;  and  if,  owing  to  those  circumstances,  towing  boats,  supplied 
with  stumpers  similar  to  those  employed  on  the  Forth  and  Clyde  canal, 
were  also  used  on  the  lateral  canal  to  break  the  ice  before  and  after  the 
heavy  frosts,  as  it  has  been  of  late  years  practised  at  the  ferry  of  Albany, 
the  navigation  of  the  river  might  gain  a  month  in  severe  winter,  and  more 
if  the  winter  was  mild." 

The  estimated  expense  of  building  the  canal  amounts  to  727,715  dollars. 
He  also  calculates  one  6i  miles  long,  14i%  feet  deep,  SO  feet  wide  at  bot- 
tom, and  72t^^  at  top,  at  158,187  dollars,  exclusive  of  the  expense  of 
superintendence. 

Having  presented  as  full  a  report  as  the  nature  of  the  examinations  will 
admit,  and  exhibited  the  manner  and  the  estimated  expense  of  improving 
the  navigation,  I  cannot  conclude  without  expressing  my  own  decided 


[  Rep.  No.  150.  ] 


31 


conviction  that  that  measure  is  the  best  calculated  to  accomplish  all  the 
objects  intended  to  be  secured  by  those  interested  in  the  navigation  of  that 
noble  river. 

The  jurisdiction  of  the  General  Government  over  the  waters  of  the 
^  Hudson  has  been  fully  acquiesced  in  by  public  sentiment,  and  by  judicial 
decisions.  It  is  also  connected  by  canals  witli  our  great  Westei*n  and 
Northern  lakes.  Its  improvement  is  not,  therefore,  local,  nor  its  benefits 
confined  to  the  citizens  of  the  State  of  New  York  ;  for,  however  beneficial 
it  may  be  to  that  great  and  flourishing  jmrtion  of  our  country,  its  advan- 
tages must  extend  to  other  and  more  remote  regions,  ;\nd  benefit  pi'opor- 
tionably  the  citizens  of  foreign  States  and  communities,  who  trade  on  its 
waters,  and  receive  their  supplies,  or  send  their  commodities,  through 
those  artificial  channels  created  by  the  foresight,  munificence,  and  labors 
of  a  patriotic  people. 

I  recommend  to  the  most  favorable  notice  of  the  department  George 
"W.  Hughes  and  Charles  N.  Hagner,  Esquires,  United  States  assistant  civil 
engineers,  for  the  frank  performance  of  their  duties,  and  their  industry 
in  the  field  ;  and  to  their  joint  labors  I  am  indebted  for  the  early  com- 
pletion of  the  drawings  which  will  be  transmitted  in  the  course  of  a  few 
days. 

DE  WITT  CLINTON, 
U,  S»  Civil  Engineer, 


•  * 


